TECHNICAL PRESENTATION

EXCELLENCE THROUGH PASSION

1
0. General information
• Introduction 5
• Images of the vehicle 7
• Dimensions and weights (weight distribution) 11
• Vehicle performance 12
• Emission standards 12
• Maintenance Schedule 13
• Instructions for towing the vehicle 16

1. Engine
• Introduction 17
• Engine specifications 19
• Torque and power curves 21
• Lubrication system 22
• Cooling system 24
• Air intake system 26
• Fuel system 27
• Emission control system 30
• Exhaust system 31
• Ignition/injection system 35
• Timing the engine 36
2
3. Transmission
• Introduction 37
Gearbox:
• System description 40
• Maintenance operations 54
Differential:
• System description 82
• Maintenance operations 85
Transmission shaft
• System description 96
• Maintenance operations 99

4. Brake system
• Introduction 108
• Electric Parking Brake 111
• Maintenance operations 120
• Diagnosis 121
• Stability control 123

5. Driving controls
• Steering box 127

3
6. Suspension and wheels
• Introduction 131
• Wheels and tyres 131
• Tyre pressure and tyre pressure monitoring system 133
• Front suspension: description 136
• Rear suspension: description 137
• Suspension control system 138
• Vehicle geometry 139

7. Safety components
• Introduction 141

8. Electrical systems and devices

• Exterior light system 146
• A/C System 153
• Audio system 160
• General introduction to system architecture 176
• Location of the ECUs and nodes in the vehicle 186

9. Bodywork
• Bodywork 215

4
 Maserati GranTurismo

The new Maserati GRANTURISMO is a technical spin-off of the Quattroporte Automatic and reflects
its power, stability and comfort features.
Its authentic and unmistakably Maserati style transmits an image of power and elegance. Pininfarina
has tailor-made the sleek and sensual bodywork, developed around the GranTurismo project idea: create
a sports car yet with plenty of space to suit one and all.
From the large oval mouth that envelops the radiator grille right through to the rear, the bodywork sits
on the mechanics like a tight-fitting dress on sinuous hips. The resulting powerful, trim and elegant
shape arouses an emotion that only a timeless design can give. The elegant design of the interior, made
warm and cosy by the quality materials and handmade finishes, embraces the passengers in a bright,
comfortable and sporty atmosphere.
Maserati operates exclusively as competition car maker until 1947, the year in which the 1500
GranTurismo with bodywork by Pininfarina (also known as Type A6 1488 cc) - the first road vehicle to
cross the threshold of the Trident factories - is presented at the Geneva Motor Show.
The mechanical solutions deriving from racing cars
and the absolutely innovative design were
enthusiastically greeted by the press and led to
winning the sought-after Grand Prix of the
Concours d’Élégance at Monte Carlo.

5
 Maserati GranTurismo

Sixty years later, again in Geneva, the Trident car maker presents the Maserati GranTurismo. The
choice of name is therefore not fortuitous and, once again, the Maserati–Pininfarina collaboration has
given life to a vehicle that creates emotions and sets itself apart from the competition, thanks to its
construction technique and unique, inimitable style.
The new GranTurismo is part of the renewal programme of the Maserati range, begun by the Trident car
maker in 2003 with the launch of the Quattroporte and continued in 2007 with the presentation of the
versions equipped with automatic gearbox at the Detroit Motor Show.
The new Maserati GranTurismo springs from the experience gained with the Quattroporte in the luxury
car sector, and provides a unique implementation of those concepts that have made the model an
unchallenged international success.
The new Maserati GranTurismo has the following features in common with the Quattroporte:
− the mechanical configuration designed to provide an emotional driving experience
− meticulous care in the choice of materials and equipment, aimed at creating
a sophisticated and comfortable ambience
− a complete range of customisation options so that the customers can
express their own personality and satisfy their needs.
This documentation provides information on the vehicle with an analysis of the component parts and a
detailed description of the engine, automatic gearbox and transmission.

6
 Maserati GranTurismo

The Maserati GranTurismo lines echo the past (Maserati A6GCS) and the future of the Trident tradition,
an inexhaustible source of inspiration of which the concept car Birdcage 75th is tangible evidence. The
aesthetic hallmark is clear-cut, and words like dynamism, modernity, sensuality and passion come to
mind.

The exterior looks muscular, with a natural and forceful line that sweeps from the imposing radiator grille
and delineates the entire side through to the taillights. The mudguards trace the edging of the large
wheels, creating an elegant and powerful shape that envelops the mechanics. The dynamism of the side
view is accentuated by the reduced embossings and the forward position of the front wheels which,
together with the backward positioned sunroof, emphasize the long lid with the classic V-line. Three air
intakes with chrome-plated profile in the most classic Maserati style give the front mudguards a flippant
look. 7
The side is characterised by the chrome-plated parts that brighten up the car profile: the Maserati logo on
the rear pillar, the grille on the front mudguard, the door handles and the frame that follows the contour of
the glazed surface.

The imposing and dynamic front of the vehicle has the traditional Maserati V-shape, whose apex ends
near the large oval radiator grille, next to the headlights. These develop horizontally and thoroughly
blend in with the mudguard outline. The radiator grille, characterised by concave vertical strips, is
embellished in the centre with a large chrome-plated Trident. The rear of the vehicle further underlines
its racing-style character and the technological research that has gone into it. For optimal visibility at
night, the triangular front light clusters are fitted with 96 LEDs. A large aerodynamic cone, the result of
studies conducted in the wind tunnel, overhangs the lower part of the bumper, encapsulated on the sides
by the chrome-plated tailpipes of the exhaust. 8
The Maserati GranTurismo design has also allowed us to achieve excellent results in terms of
aerodynamic efficiency, with consequent positive impact on top speed and fuel consumption.

9
Dimensions and
weights

Length: 4,881 mm
Width: 1,847 mm
Width: 2,056 mm
Height: 1,353 mm
Wheelbase: 2,942 mm

Front track: 1,586 mm

Rear track: 1,590 mm
Front overhang: 873 mm
Rear overhang: 1,066 mm
Luggage compartment capacity:
260 l
Tank capacity: 86 l

10
Weight distribution is one of the reasons behind the stability and balance of the vehicle, which also
enhances the safety features perceived while driving. The configuration designed for the GranTurismo
was obtained by moving the engine assembly to the front axle which, in everyday driving, translates into
smooth and predictable vehicle behaviour, which not only enhances comfort and handling but also
maximises traction during acceleration and road holding.

Dry weight (UE version): 1,780 kg Maximum permitted weight: 2,180 kg

Unladen weight (UE version): 1,880 kg Technically permitted weight: 2,250 kg
Kerb weight with driver (UE version): 1,955 kg Kerb weight distribution: 49% Front; 51% Rear

49 % 51 %
11
Performance
Top speed: 285 km/h (at 7050 RPM)
Acceleration from 0 to 100 km/h: 5.2 s
Acceleration from 0 to 400 metres: 13.4 s
Acceleration from 0 to 1000 metres: 23.9 s
(output speed 225 km/h)
Pickup from 80 to 120 km/h: 3.7 s
Stopping distance from 100 km/h to 0: 35 m

Consumption and emissions

City cycle 21.58 (l/100 km)
Motorway cycle 10.02 (l/100 km)
Average fuel consumption 14.31 (l/100 km)
CO² emissions (average) 335.0 (g/km).
12
13
14
15
Towing the vehicle
If you need to tow the vehicle, observe the following recommendations:
– if possible, have the vehicle transported on a vehicle equipped with loading platform and specific for
roadside assistance and recovery.
If this is not possible:
– tow the vehicle lifting the driving wheels (the rear ones). If this is not possible:
– tow the vehicle for a distance of less than 50 km at a speed below 50 km/h. Tow the vehicle using the
towing hook found in the toolkit. Screw the towing hook down tightly in its seat, on the lower, right-hand
side of the front bumper.
In addition, for towing you must engage Neutral by moving the gearshift lever A to position N.
Do not extract the key, as the steering wheel will lock automatically and you will be unable to steer
the wheels. WARNING: If you have to tow the vehicle with 2 wheels raised, ensure that the ignition key
is in the STOP position. Otherwise, with the MSP activated, the relative electronic control unit stores a
malfunction and the warning light on both the instrument panel and the display will come on; the vehicle
will have to be taken to the Maserati
Service Network to have the malfunction corrected.

16
Engine

17
 Engine

The new engine derives from the F136S project and has been developed in relation to the wet-sump
lubrication system. High torque and power values have been maintained and are assured by the well
known technical contents of the “M139” engine. They have been optimised and re-engineered for
reliability. This is a unit that forms part of the new generation of Maserati engines, designed for the debut
at the beginning of 2007 on Quattroporte models with automatic gearbox. The basic technical solutions of
these new engines have been designed to obtain high specific power and to rapidly increase and decrease
the RPM typical of competition engines, yet always with a watchful eye on fuel consumption, driving
smoothness and silent operation.
The specific tuning of the V8 engine of the Maserati GranTurismo, unlike that of the engines used in the
automatic versions of the Quattroporte, was aimed at improving the response to the accelerator commands
(+20% in SPORT mode compared to the Quattroporte Automatic). In this configuration, the engine
reaches its maximum 405 HP at 7100 RPM (specific power of 96.4 HP/litre) and the maximum torque of
460 Nm at 4750 RPM, 75% of which is already available at 2500 RPM. In this configuration, the engine
reaches its maximum 405 HP at 7100 RPM (specific power of 96.4 HP/litre) and the maximum torque of
460 Nm at 4750 RPM, 75% of which is already available at 2500 RPM.

18
 Engine

This compact, lightweight (180 kg) and short-stroke engine (bore 92 mm - stroke 79.8 mm) has
a crankcase and cylinder heads made of aluminium alloy and silicone, a crankshaft in hardened steel and
5 main journals. The timing has two chain-driven overhead camshafts per cylinder bank and four valves
per cylinder, driven by hydraulic tappets. The camshafts on the intake side are equipped with a low-
pressure stepless timing variator, with full activation times of less than 0.15 seconds.

Number of cylinders and position 8 - 90°

Bore 92 mm
Stroke 79.8 mm
Piston displacement 530,479 cm3
Total displacement 4243.8

Compression ratio 11:1

Max Power 297 KW (405 HP)
Corresponding RPM 7250 RPM
Max Torque 460 Nm (47 Kgm)
Corresponding RPM 4750 rpm

19
 Engine

•Stepless timing variator on the intake camshafts. It is activated by means of a low-pressure hydraulic
system.
•Four overhead camshafts (two per bank) and four valves per cylinder, driven by hydraulic buckets.
• Timing controlled by chains whose tension is guaranteed by two hydraulic tensioners.

Advancing canal

Retarding canal

20
 Engine

•Motor driven throttle (drive by wire)

• Cylinder heads in hardened aluminium/silicon alloy with high volumetric and thermodynamic
efficiency combustion chamber.
• Crankcase in aluminium alloy and hardened silicon, completely redesigned with cast iron cylinder
liners
• Single-cast crankshaft in hardened steel, individually balanced, resting on five main journals
• Bosch Motronic ME7 integrated ignition/injection system
•Wet-sump lubrication system with oil pump integrated in the engine and oil-water exchanger
integrated in the upper part of the crankcase.
• Cooling circuits operating by circulation of an antifreeze mixture, and water circulation pump driven
by the engine pulley
• Plastic intake manifold, with optimised line lengths.

21
Max Power 297 kW (405 HP)
Corresponding RPM 7100 rpm
Max torque 460 Nm (47 Kgm)
Corresponding RPM 4750 rpm

22
 Lubrication system

The lubrication system is of the wet sump type; the engine lubrication oil is collected in a sump, integral
with the crankcase, and is circulated by means of a single oil-bath pump. This solution replaces the dry-
sump system that equipped the previous engines. This has allowed us to reduce the number of pumps
used, thus obtaining significant noise reduction and great benefit to acoustic comfort on board.

Oil tank
The engine oil tank is incorporated in the engine
through the oil sump.
Lubrication pressure
4 bar with oil temperature at 100°C at 6000
RPM
Amount of oil in sump
Max. level 9 litres
The level must be checked when the engine is warm, following the procedure below:
9 start the vehicle and warm it up until the temperature stabilises;
9 stop the engine, remove the filler cap and wait 5 minutes to allow the oil to flow
into the sump;
9 measure the level and top up if necessary. The oil level must be between the
MIN and MAX reference notches on the dipstick.
23
 Lubrication system

Lubrication system
The lubrication system uses a wet-sump and an oil pump
with relative suction screen incorporated in the
crankcase.
Cooling system
The water/oil heat exchanger is incorporated in the
engine block.
1. Engine oil filler cap 4
2. Engine oil/water heat exchanger
3. Oil/water heat exchanger
4. Oil pump
5. Oil filter
3

2 5

24
 Cooling system

Coolant circulation is activated by a centrifugal pump

driven by the crankshaft by means of a poly-V driving
belt

Pump
Centrifugal water pump with bypass machined
together with the thermostatic valve.
Radiator
The water radiator is positioned on the front of the
engine compartment.
The electric intake fans are located on the hood and are
shared by the water radiator, the AC condenser and the
hydraulic steering coil
Expansion tank
Positioned on the right-hand side and modified with
respect to the Quattroporte version.

25
 Cooling system

The water radiator has been redesigned and is equipped

with a new cooling hood. In order to benefit from the
improved cooling system, a different front air duct has been
designed.
The aluminium water/oil exchanger is integrated in the
upper part of the engine.

26
 Air intake system

External air inlet in raised position

The air is supplied through two inlets.
Lines between external air inlets and filter housing
Couplings with minimum hydraulic diameter of 80 mm.
Newly designed filter box 2
4
Resonators
Located between air flow meter and 5
motor-driven throttle
Intake manifold 3
Made of plastic.
Control
The control is composed of the motor-driven throttle body
and the accelerator pedal with sensor.

1. Air intake
2. Filter housing
3. Air flow meter
4. Plenum chamber
5. Motor-driven throttle body 1
27
 Fuel system

• Single-pump aluminium tank

• "Returnless" fuel system
• Two float valves (5 and 6) to prevent
fuel leaks in particular vehicle positions.
• Fuel vapour separator (7)
• Inertia switch to cut off the fuel supply to the
pumps in the event of an accident
• Filler neck on left-hand side (9)

6 8
1. Fuel tank
2 7 2. Electric pump
3. Delivery pipe (rail)
5. Multifunctional valve (ventilation, roll-over, tank
filling stop)
5
6. Ventilation and roll-over valve
9 7. Decanter
8. Active carbon filter
9. Fuel filler neck
28
 Fuel system

INERTIA SWITCH

The operating logic of the inertia

switch is implemented through the
control of the common earth of the
NCM and NBC nodes.
In the event of an accident, the
switch cuts the earth connection
(C009) with the NCM and “routes”
the connection to the NBC. This
way, fuel delivery is cut off and the
NBC unlocks the doors and activates
the hazard lights to facilitate the
operations of the rescue team.

29
Fuel system

30
 Anti-evaporation system
The evaporation monitoring system is designed to prevent
fuel vapours from leaking out of the fuel circuit.
The vapours coming from the tank (1) are conveyed into a
decanter (6) where a portion of them condenses and flows
back into the tank, while another portion is conveyed to the
active carbon filter (2).
The left-hand valve is a multifunctional valve (3) which has
three purposes: ventilation, tank filling stop and roll-over
shut-off. The right-hand valve instead, is a ventilation and
roll-over valve (4).
The vapours coming from the valves enter the active carbon
filter, which absorbs and retains them.
A solenoid valve (7) controls the suction of the fuel vapours 1. Fuel tank
(hydrocarbons) from the canister (2) into the intake manifold 2. Active carbon filter
(5). 3. Multifunctional valve (ventilation, roll-
The outside air enters the active carbon filter through the over, tank filling stop)
filter (8), enabling the canister purge. 4. Ventilation and roll-over valve
The system seal is tested by means of the motor-driven pump 5. Plenum chamber
6. Decanter
(9), which pressurises the circuit (0.02 ¸ 0.03 bar), closing
7. Solenoid valve (purge valve)
the solenoid purge valve (7) 8. Diagnostics pump filter
Any leaks are indicated by the MIL on the dashboard. There 9. Diagnostics pump
is a pressure sensor inside the pump which detects any 10. Line
variations. 31
 Exhaust system

Catalytic converters
The V8 is connected to an exhaust gas expulsion system which uses metal instead of ceramic catalytic
converters: by means of a technology deriving from the racing world, the cell density is decreased, with
consequent reduction of the section resistant to the gas flow and therefore less counter pressure upon
exhaust.

• Two main catalytic

converters
• Four oxygen sensors
• Central pre-silencer
• Two rear silencers

32
 Exhaust system

Secondary air system

This system supplies additional air to the exhaust manifolds to enable the catalytic converters to reach
their operating temperature quickly.
Through the solenoid valve (1) the Motronic ECU controls opening/closing of the two pneumatic valves
(2) that activate injection of secondary air directly into a channel machined into the engine head casting.
The flow continues along its path through the communication holes between the channel and the exhaust
duct to reach the exhaust manifold (5).

33
 Exhaust system

The vacuum tank (3) that creates the vacuum necessary to open the pneumatic valves is positioned in the
engine compartment underneath the secondary air pump. The secondary air pump (4), controlled by the
engine ECU, sends air to the exhaust ducts. The pump and the secondary air solenoid valve are
activated, after engine ignition, when the coolant temperature is in the range -7 °C and +40°C.
Activation occurs in relation to the engine load and the operating temperature; the temperature threshold
of 40°C allows the pumps to be completely deactivated. During the system operating cycle, the seal of
the secondary air valves is checked. Throughout the cycle, the oxygen sensors are in “open loop”
configuration and therefore do not activate the feedback for A/F ratio correction

2 2
4

1. Solenoid valve
2. Pneumatic valves
3. Vacuum tank
4. Secondary air pump
3

1
34
 Crankcase vapour recirculation
system

The device for oil gas and vapour recirculation is of the closed circuit type.
The engine heads are connected by means of a pipe that balances and stabilises the vapours coming from
the crankcase.
A degasser on the left-hand engine head ensures oil vapour separation allowing recirculation directly in
the intake manifold.

35
 Injection/ ignition system

The ignition and injection systems are integrated and equipped with special technical solutions capable of
detecting operating malfunctions in the engine control unit, so that compliance with the emission control
standards is assured. The electronic control units (ECU) communicate with the other systems via a CAN
line (Controlled Area Network), in order to always ensure optimal engine management.
The accelerator is of the "Drive by wire" electronically controlled type and follows a precise operating
logic: small angles or reduced pressure on the pedal are followed by optimally proportional opening
angles of the throttle. ELDOR coils and ignition spark plugs, specifically designed for this engine.

1.Ignition and injection

Electronic Control Unit for
engine control system Bosch
Motronic ME7
2. Fuse box 10. Timing sensor
3. Rear oxygen sensor 11. RPM sensor
4. Air flow meter 12. Oil pressure sensor
5. Cylinder coils 13. Timing variator solenoid valve
6. Front oxygen sensor 14. Motor-driven throttle body
7. Fuel pump 15. Water temperature sensor
8. Injector rail 16. Diagnostics pump for anti-
9. Detonation sensor evaporation system
17. Canister purge solenoid valve

36
 Engine

Intake
Start before TDC 15°±1°
End after TDC 66°±1°
Exhaust
Start before BDC 41°±1°
End 0° ±1°

F136UD INTAKE TIMING ADJUSTMENT

• Turn the crankshaft by 15° beyond the TDC. This corresponds to a piston stroke of 1.75 mm beyond the TDC.
• Check that the tappet downstroke (begun before the TDC) and hence the intake valve upstroke is
0.59±0.08 mm.

F136UD EXHAUST TIMING ADJUSTMENT

• Turn the engine clockwise and position the first piston at the TDC with the camshafts balanced (exhaust closed and
intake open). Make sure that the dial gauge is on zero.
• Position the dial gauge plunger on the tappet of an exhaust valve. The dial gauge rod must be as perpendicular as possible
to the tappet surface.
• Reset the dial gauge that measures the movement of the exhaust tappet.
• Turn the crankshaft clockwise until an exhaust valve is closed.
• Check that the tappet downstroke and hence the exhaust valve upstroke is 0.57±0.08 mm. 37
Transmission

38
 Transmission

The new 6-speed automatic gearbox has been designed to provide comfortable and smooth driving, yet
maintaining the racing-style vocation of the Maserati V8 engine.
The hydraulic transmission enhances the Maserati V8 at low and medium engine RPM without however
limiting the power at high speeds, thus permitting genuinely racing-type gear engagement up to 7200
RPM

39
 Transmission

Motion transmission is performed through a new balanced transmission shaft. The shaft needs to be
balanced after removing one or more components of the transmission system. This is done using tool
DSE1, by applying some balancing weights on the differential coupling flange.

40
Gearbox type: ZF 6HP26
Electro-hydraulically controlled gearbox with 6 gears, torque converter, lock-up clutch and anti-slip
function.
Traction system equipped with rear self-locking differential. The ratios have been selected so as to allow
the Maserati GranTurismo to achieve excellent acceleration times (from 0 to 100 km/h in 5.2 seconds)
while reducing fuel consumption (-3% average fuel consumption compared to the Maserati Quattroporte
with automatic gearbox) and noise levels in the passenger compartment at high speeds. The automatic
gearbox has a self-adaptive control system that adjusts the type of gearshift, selecting the gear most suited
to the driving conditions and driving style. The driver can choose from four different driving modes: Auto
Normal, Auto Sport (selectable by pressing the SPORT button), Low-grip /Auto ICE (selectable by
pressing the ICE button) and Manual (selectable by shifting the gearshift lever from "D" to the desired
gear).
For the Auto Normal and Auto Sport driving modes there are two different types of gearshifting,
automatically selected by the gearbox/engine control system based on the driving style (detected through
the accelerator pedal and the intensity of lateral and longitudinal acceleration) and the gradient of the
road.

41
Electronic control:

The electronic control of the gearbox is the “MECHATRONIC” type, meaning that both the hydraulic
and the electronic control unit are integrated in a single unit inside the gearbox.
This ECU provides dynamic gear ratio selection and has a sequential gear selection program.

Epicycloidal unit ratios:

Ratio Gear

1st 4.171

2nd 2.340

3rd 1.521

4 th 1.143

5th 0.867

6th 0.691

R 3.403

42
Maximum torque: max 600 Nm
Torque converter: Hydrodynamic converter with regulated clutch
Cooling system: Oil/water exchanger positioned underneath the intake manifold
Gearbox oil: no refilling required
Oil quantity:

• Gearbox without converter and oil radiator 5.8 l

• Torque converter: 3.7 L
• Oil radiator with relative pipes: 0,525 L

Total weight: 142 kg (including oil and gearbox oil radiator) 43

The mechanical transmission devices are made up of planetary gears.
The components are driven by an electro-hydraulic system which incorporates the hydraulic and electronic
control units
in a singe control unit (Mechatronic) fitted on the gearbox.
Engine power reaches the transmission by means of a hydrodynamic torque converter
with integrated lock-up type clutch (WK).

The 6 forward gears and the reverse gear are obtained by means of a double planetary gear (Ravigneaux)
and a front-mounted simple planetary gear. The integrated operating modes
of the planetary gears are patented
(Lepelletier).

44
45
A further innovation is the option of automatic disengagement when the vehicle is stationary. This
means that the gearbox is disconnected from the kinematic mechanisms when it is in standby (clutch A
open).
This results in a further reduction of fuel consumption.
The 6HP26 uses the new Adaptive Shift Strategy
(ASIS)

Gear disengagement control logic

With the engine idling, the vehicle stationary and the gearshift lever in “D”, the torque converter
transmits a specific torque value that slightly moves the vehicle forward if
the brake pedal is not applied. If the brake pedal is applied, the converter is forced to dissipate the power
by slowing down the engine RPM, which must be compensated by increasing the minimum torque
(by further opening the throttle) until obtaining the correct idling RPM. This results in
higher fuel consumption and greater force required on the pedal (for example, to hold the
vehicle stationary when stopping at traffic lights or stop signs) which clearly negatively
affects driving comfort and handling.
Disengagement therefore occurs if a gear is engaged when the vehicle is stationary, depending on
different parameters monitored by the gearbox node.

46
Torque converter
The individual gear ratios are obtained by deviating the incoming torque flow through the various
planetary gear components and by braking others. The torque converter is composed of a toroidal-shaped
chamber containing two elements: a centrifugal pump connected to the crankshaft and
a hydraulic or turbine motor positioned in front of the pump and connected to the gearbox input shaft.
The two parts face but do not touch each other and the chamber is filled with low-viscosity oil.
The pump is basically a wheel with radially arranged blades. When turning, it pushes the fluid towards
the outside by effect of the centrifugal force. The fluid also acquires angular momentum. The motor is
likewise composed of a bladed wheel. The liquid that the pump pushes to the outside of the device is
forced to return to the centre through the turbine blades, driving it so that it rotates.

Torque converter components (Trilok principle)

1 Turbine
2 Stator
3 Pump

47
Once the fluid has returned to the centre, it is again ejected by the turbine thus completing the cycle.
Even if the motor section is off, the spiral movement of the fluid produces a twisting moment at the
output. The torque converter has, by nature, a slipping feature which causes a loss of energy in the form
of heat dispersed by the fluid. To improve energy efficiency, modern converters are equipped with an
integrated clutch system which mechanically joins the pump and the motor when the onboard computer
detects a constant cruising speed.
The torque converter (“Trilok" converter) is composed of a pump wheel or impeller, a turbine and a
flow reaction component (stator) which multiplies the torque delivered.
Another important element for converter operation is the oil used for torque delivery. ZF currently uses
only Trilok torque converters

Lock-up clutch (WK)

A torque converter with lock-up clutch (WK) is a device that makes it possible to eliminate the slipping
feature typical of the torque converter and contributes to optimise fuel consumption.
The torque converter with lock-up clutch has a controlled activation and release system. During the
adjustment stage, there is a minimal difference between the RPM of the pump and that of the turbine. This
has allowed us to reduce the vibrations transmitted by the engine before they reach the transmission: this
process can be further boosted by the torsion vibration damper.
This principle provides smoother gearshifting and noise reduction.
48
 PUMP
Coated collar
TURBINE
(converter with lock-up clutch)
STATOR
Piston
(converter with lock-up clutch) NEUTRAL GEAR

Converter cover CONVERTER HUB

STATOR SHAFT
TURBINE SHAFT
Converter stub axle

Flywheel fastening

49
HYDRAULIC FLOW WITH CLUTCH CLOSED HYDRAULIC FLOW WITH CLUTCH OPEN

Clutch flow closed

Clutch flow
Clutch flow open
open
50
The parking lock mechanism is a device that stops the vehicle from moving. It is activated by
a spring when the vehicle is stationary. A pawl wedges into the parking lock gear teeth,
thus preventing the transmission output shaft from rotating. Rear axle torque lock is obtained by means of the output
shaft
.
Gear

Parking lock pawl

Locking cone
Compression spring

Connecting rod

Release spring
Pin Engagement collar
Leg spring
Drive collar
Selection lever

Selection shaft

51
The coupling elements are used for gearshifting
under load without cutting the power flow.
The clutches A, B and E deliver the engine power to
the planetary gears. The brakes C and D buck the
movement of other transmission devices in order to
obtain the required resistance.

As engagement components, Gear Clutch Brake Gear

in addition to the torque A, B E C D
converter with lock-up 1 * * 4,171
clutch (WK), there are three 2 * * 2.34
rotary multidisc clutches (A,
3 * * 1,521
B and E) and two fixed
4 * * 1,143
multidisc brakes (C and D).
5 * * 0,867
6 * * 0,691
R * * -3,403
52
 neutral
reverse
Parking

1st gear

6th gear
5th gear
4th gear
3rd gear
2nd gear
Pos/gear
Selection valve

x
x
x
1
1

Solenoid valve

x
x
x
x
1

Clutch A

x
x
x
2

Clutch B

x
x
3

Brake C
Solenoid valve logic

Brake D Clutch
x
x
x
x
x

x
x
4

E
x
x
x
x
x
x
x

x
x
5

Main pressure
6HP26

Pressure - electronic pressure control valve

Clutch control
x
x
x
x
x
x
6

on gear logic

Planetary holder,
•
•
•
•
A

single planetary
gear

Central gear 1,
•
•
•
B

double planetary
gear

Satellite holder,
Clutch

•
•
•
E

double planetary
gear

Clutch control on
•
•
•
•
•
•
Clutch logic

WK

converter

Central gear 1,
•
•

double planetary
C

gear
Brake

Satellite holder,
•
•
•
•

double planetary
D

gear
53
The Mechatronic module is composed of a hydraulic selection control unit and an electronic control unit.
The hydraulic, electrical and electronic components are incorporated in a single ECU.
The Mechatronic module is positioned near the gearbox oil sump. The main advantages of this module are:
fewer electrical connections (which are subject to faults) and automatic calibration
of the hardware by the software.
This involves:
Very accurate tolerances
Improved gearshift response
Enhanced driving comfort
Gearshift quality optimisation
Improved reliability, thanks to the fewer electrical connections and interfaces

54
 CAUTION!

For any operations on the Mechatronic module, take the appropriate precautions in terms of
safety, especially to prevent electrostatic discharge.
Below are a few extracts of particular importance:
ESD is the acronym for ElectroStatic Discharge. The human body, if
electrically charged but not properly earthed, becomes an electrostatic “cloud”
and may cause damage to the electronic components.
It is therefore extremely important to wear conductive shoes and appropriate
overcoats. To prevent any damage from electrostatic discharge,
appropriate precautions must always be taken in the following cases:

• When receiving goods

• In the inspection area of the goods received
• In the workshops, and in the spare parts warehouse even if staying there for only short periods of
time
• In the shipping/delivery area
• In the maritime transport or shipping area
• During handling, fitting and removal of the Mechatronic module

Keep the packaging material and the ESD protective film so that they can be used when
returning the parts removed from the transmission.
It is recommended to use a suitable support or fitting tool to position and
centre the Mechatronic components during installation 55
Mechatronic module removal

Disconnect the electric wiring of the Mechatronic module from the adapter. (1)
Undo the 21 Torx screws that secure the oil sump on the vehicle and then remove the oil sump and the
sealing strip.
Lower the adapter locking lever (2) and remove the adapter (3) which is pressure-fitted with two O-
rings. Remove the connector adapter.

2
3

56
Undo the retaining screws and lift out the entire Mechatronic module
The screws to be removed are circled in red.

CAUTION!
Remove only the screws marked red
57
 Position switch

Electronic module
Hydraulic module

CAUTION!

When the Mechatronic module has

been removed, be extremely careful
that you correctly fit the gear
position selector when refitting it. Position selector
58
 Remove the four
sealing sleeves from
the transmission
housing if necessary

Before fitting the Mechatronic module, check that the oil delivery duct is properly positioned.

59
When refitting, follow the above procedures in reverse order and tighten the Mechatronic control unit
screws to a torque of 8.0 ± 0.8 Nm following the sequence shown in the figure below.

60
CHECKING AND TOPPING-UP THE OIL LEVEL IN THE AUTOMATIC GEARBOX
HOUSING

• Position the vehicle as level as possible on the car hoist.

• It is essential that the gearbox oil temperature is between 50°C and 60°C
• It is advisable to check the level when the oil temperature is 55°C
• Connect the SD3 tester and access “SERIAL DIAGNOSTICS”
• Subsequently Select "INDIVIDUAL ECU DIAGNOSTICS”
• Then select the vehicle and the ECU involved.
• Wait for the ECU and serial number to be loaded.
• Select “PARAMETER ENVIRONMENT” and then “GENERAL PARAMETERS 1”.
• Then access the vehicle data and read the “TRANSMISSION OIL TEMPERATURE” value.
• Starting the checking procedure:
• Check the oil temperature : If the temperature is above 60°C, wait until it cools down.
• If the temperature is below 50°C, move the gearshift lever to REVERSE and then to DRIVE, holding
it in each position for at least 3 seconds.
• Always keep the wheels locked.
• Check the temperature with the SD3 tester; if it has risen to about 55°C, turn off the engine and then
search for the gearbox ECU errors and delete them.

61
• Start the engine and let it run in idle, then unscrew the oil filler cap (1).
• The sump is filled “to the brim” with oil, therefore if oil spills out when the cap is unscrewed, no
top-up is necessary.
• WITH THE ENGINE OFF: position the tool in the filling hole on the sump and pump in oil until it
starts spilling out.
• WITH THE ENGINE IDLING: continue filling with gearbox oil until it starts spilling out
• Keeping the engine running, connect the SD3 tester and access “SERIAL DIAGNOSTICS”

EXCLUSIVELY USE OIL TYPE SHELL M1375.4 ATF

CAUTION! 62
• Subsequently Select "INDIVIDUAL ECU DIAGNOSTICS”
• Then select the vehicle and the ECU involved.
• Wait for the ECU and serial number to be loaded.
• Select “PARAMETER ENVIRONMENT” and then “GENERAL PARAMETERS 1”.
• Then access the vehicle data and read the “TRANSMISSION OIL TEMPERATURE” value.
• Check that the gearbox oil temperature is between 50°C and 55°C.
• Continue filling with oil until it starts spilling out.
• Tighten the oil filler cap (1) to a torque of 60 Nm.

63
Adaptive gearbox strategy

By enhancing and synchronising the transmission control with other systems in the vehicle
(e.g. engine, braking system, driving wheels and steering wheel) a series of signals are made available:
these provide a description of the driving condition in real-time.
After applying longitudinal or lateral acceleration, the ECU activates (through
acquisition of signals such as engine speed and torque, oil temperature, accelerator position and
movement and the speed (RPM) of the individual wheels) implementation of additional functions
of the electronic transmission control.
Based on this information, the transmission control is capable of recognising whether the vehicle is in a
curve and whether the driver is braking or wishes to accelerate.
By means of these signals, it is possible to draw conclusions relating to the actual vehicle load and the
topography of the road (uphill or downhill) which can then be applied to the
transmission function.
This system is known as automatic transmission with adaptive transmission control.
.
It is capable of recognising the driver’s intentions, recording the driving style and consequently
adapting the gear selection. Manual operation is therefore not necessary.

64
ZF Getriebe GmbH and Robert Bosch GmbH have worked together to produce new software for the
electronic transmission control, which contains some very useful functions.
The Adaptive Shift Strategy (ASIS) is based on a few important factors.
Gear selection depends on the gradient of the slope while driving.
The novelty is represented by the capability of continuously adapting the gearshifts to the individual
driving styles
which may vary infinitely from racing-style (dynamic) to
extremely “economic” driving.
All the functions and their operating modes are described and represented in this
brief description of ASIS.
Examples of signals sent by other systems in the vehicle are given together with
the evaluation these systems provide for electronic transmission control.

65
Lateral acceleration: The transmission ‘learns’ the driver’s style and assigns a theoretical count system
to certain driving scenarios. When it recognises an acceleration action, including
after long periods of regular driving, it increases the number of counts for the driver
until reaching the maximum level in approximately 10 seconds. The resulting counts
for the driver and the time it takes to reach this level depends on
the lateral acceleration level.

Longitudinal acceleration: The longitudinal acceleration is evaluated mainly

to allow a decrease in counts when the driving style is constant
and no other information is available (pick-up or lateral acceleration). When
the driver brakes, the count system is stopped.

Calculation of the road gradient: The road gradient is calculated by comparing

the actual acceleration of the vehicle with the acceleration the vehicle would have when driving on
a thoroughly level road. Acceleration on a level road is calculated based on the vehicle weight and the
actual torque delivered by the transmission. The ASIS system distinguishes 5 different categories
of road gradient, each of which is associated with a gearshift map. The five conditions
are: downhill, level, and three different uphill gradients.

66
Auto Normal mode

Normal driving style and reduced consumption. In the case of a driving style watchful of consumption
and with reduced acceleration levels (longitudinal and lateral) the gearshift programmes are adjusted in
such a way as to obtain maximum cruising comfort. In order to reduce vibrations and acoustic feedback
of the engine to a minimum, upshifting must be performed as quickly as possible. Downshifting during
pedal release or downhill driving (0% pedal depression) occur at 1000 RPM. Downshifting following
the action on the accelerator and/or brake pedal is less aggressive than in the other modes.

Racing-style driving When a more racing-style driving is detected in Auto Normal mode, upshifting
with reduced pressure on the pedal
occurs at a higher engine speed. In this way, the gearbox and engine have a greater reserve of power
without having to
downshift. Anticipation of downshifting during braking considerably increases, so that the correct gear
is engaged before entering a curve.

67
Auto Sport Mode

Generally, when using Sport mode, gearshifting occurs at much higher RPM and,
at the same time, as a result of the fuel cut-off, gearshifting is faster than in
Normal mode with a reduction of up to 40% in gearshift times.

This difference is very evident when the accelerator pedal is not fully depressed
(i.e. pedal at 40%). The fuel cut-off technique designed for the Maserati
GranTurismo (see the image that illustrates gear engagement from second to
third gear at 7000
RPM with accelerator pedal depressed by 40%) permits reducing the time
necessary to cut the torque to the engine, shift gears and provide power once
again.
Normal driving style and reduced consumption.

When using Sport mode in normal driving conditions without high lateral acceleration, the gearbox
management software as a rule uses a lower gear than would be used in similar conditions in Auto
Normal mode. Without operating the accelerator/brake pedal, downshifting is requested at about 1500
RPM. This makes the gearbox response much more racing-like without significantly affecting driving
comfort. When driving on a motorway, 6th gear is engaged at a speed of 125 km/h.
68
Racing-style driving. In order to achieve the best reactivity, the gearshift maps are set to very high
engine speeds. With reduced pressure on the pedal or with the pedal at 0%, upshifting occurs at
approximately 4000 RPM. Downshifting, following an action on the brake pedal, is adjusted in such a
way that the gear is engaged before going into a curve, so that the driver has optimal control and an
adequate reserve of power to come out of the curve. This mode is therefore specifically designed for
driving at high speeds or for very difficult road conditions.

69
70
 Transmission
AUTOMATIC GEARBOX

The automatic electronically-controlled gearbox has 6 forward gears and one reverse gear. In addition to
automatic gear engagement, the gears can also be engaged manually.

P (park)
R (reverse gear)
N (neutral)
D (drive)
+ / - (Manual)
The lever position is shown on the gear display by the illumination of the corresponding letter. This letter
is also shown on the instrument panel display.
The engine can only be started when the gearshift lever is in P or N.
WARNING: After starting the engine and setting off, do not depress the accelerator pedal before and
while shifting the gearshift lever.This is particularly important when the engine is cold. 71
 Transmission
AUTOMATIC GEARBOX

Gearshifting safety systems.

F
Shift-Lock
This safety system allows you to shift from P (PARK) to another Lever release
position only if the brake pedal is depressed. This prevents the button
vehicle from involuntarily jumping forward or backward.

Key-Lock
After turning off the engine with the gearshift lever in a position different from “P”, the key can be
extracted within a maximum time of 30 seconds. When this time has elapsed, the key can no longer be
removed from the ignition block. To remove the key, you must turn it to ON and then back to OFF.

WARNING: In the case of an emergency, (e.g., breakdowns, dead battery etc.)

the ignition key can be removed even if the gearshift lever is not in P. To do
this, turn the key to STOP, press the button A on the gearshift lever and at the
same time remove the key.

72
 Transmission

When parking on steep slopes, it is recommended to shift the lever to PARK before
leaving the vehicle (whether the engine is running or not). This is recommended since the
CAUTION! EPB system installed in the vehicle is capable of ensuring that the vehicle is properly
parked and stationary when fully laden only on a gradient up to 20%

Selecting automatic or sequential manual operating mode

The gearbox can be used both in fully automatic (position D) and in sequential manual (positions + or -
) mode.
The operating modes can be activated through the following selections:

• D automatic gearshifting (AUTO)

• M (+ / -) Sequential manual gearshifting (MANUAL)

The lever can always be shifted between these two positions even if the vehicle is moving and without
depressing the brake pedal. The lever can continuously be shifted between D and M.
If automatic gearshift mode is selected, the word AUTO and the letter D will be shown on the
instrument panel display, while for sequential manual gearshifting, the word MANUAL and the gear
engaged will be shown.

73
 Transmission

Automatic operating mode selection

D Automatic gearshifting

Select this position when you wish to use all the automatic gearshift functions.
With the vehicle stationary and the brake pedal depressed, shift the gearshift lever to D; if the gearshift
lever is in P or R, also press the button A on the lever knob.
When the function is set, the letter D illuminates on the gear display and on the instrument panel.
With this function active, the ECU controls automatic engagement of the six gears. The gears will be
engaged in relation to the travelling speed, engine RPM, accelerator position, speed with which the
pedal is depressed, as well as the travelling conditions (uphill, downhill, curves).
The system is programmed to classify all driving styles related to the above mentioned parameters,
matching them to ten different vehicle settings which go from extremely comfortable and fuel-
economy driving to full racing-style driving. The setting is selected automatically.

74
 Transmission

Kick-down strategy

This strategy is activated by rapidly and fully depressing the accelerator pedal, which causes
engagement of a lower gear than the current one; this function assists the driver when maximum
acceleration is required.
When the pedal is released, the best gear in relation to the vehicle speed and the position of the
accelerator pedal is automatically engaged.
The kick-down strategy can be activated only when automatic operation has been set, with the gearshift
lever in position D.

75
 Transmission

Manual operating mode selection

M (+ / -) Sequential manual gearshifting Up

To engage the gears, move the gearshift lever to the following Down
two positions:

+ UP to engage a higher gear

-DOWN to engage a lower gear.

Gearshift lever on the steering wheel (optional).

In sequential manual operating mode, upshifting and downshifting can be controlled not only with the
gearshift lever but also with the two levers positioned behind the steering wheel.

Also in automatic gearbox operation with the gearshift lever positioned in D (DRIVE), you can request
a gear different from the current one by activating one of the levers. This action will temporarily switch
the system to sequential manual operation. If you then keep to a constant driving style (low longitudinal
and lateral acceleration), the gearbox automatically switches back to automatic operation.

76
 Transmission

Manual operating mode selection

WARNING: Even if manual gearshifting mode has been activated, some functions are still controlled
automatically. When the engine is overrevving or underrevving, the system automatically engages a
higher or lower gear.

WARNING: If you request a gearshift in conditions where the engine is overrevving or underrevving,
the system will not accept the command.

WARNING: The electronic control unit is programmed to handle one gearshift at a time, therefore, fast
and repeated requests will not necessarily result in a gearshift.
The higher or lower gear is engaged only if the previous gearshift procedure has been completed.

77
 Transmission

Parking

When parking the vehicle, shift the lever to P. A gearbox device will lock the driving wheels.

WARNING: To prevent accidental engagement, the gearshift lever can only be shifted from P to any
other position when the button on the gearshift lever and the brake pedal are depressed.

WARNING: Shift the lever to position P only when the vehicle is stationary.

WARNING: Before getting out of the vehicle, check that the automatic parking brake is engaged. Shift
the gearshift lever to P even when you need to get out of the vehicle for only a few seconds leaving the
engine running.

WARNING: If you turn off the engine with the gearshift lever in a position different from P, an acoustic
signal will sound for a few seconds.
If you open the driver’s door with the gearshift lever in a position different from P, an acoustic signal
will sound for a few seconds.

78
 Transmission

Strategies for downhill driving

When the DRIVE mode is selected and the accelerator pedal is released, the gearbox system detects
that the vehicle is moving downhill and deactivates upshifting. When the accelerator pedal is
depressed, upshifting is reactivated, however, with a delay of a few seconds.
When the brake pedal is depressed, the gearbox system downshifts to provide enhanced engine braking
power. In other words, when driving downhill, the gearbox system operates so as to avoid upshifting
and shifting gears when the accelerator pedal is released, and delays gear engagement by a few seconds
when the accelerator pedal is depressed. In addition, when the brakes are applied, it engages the lowest
gear in order to provide enhanced engine braking power. This strategy is aimed at making downhill
driving safer.

Strategies in curves

The gearbox system detects when the vehicle is in a curve through the lateral acceleration and the
steering angle. Detecting the DRIVE mode, the system deactivates both upshifting and downshifting
until the vehicle comes out of the curve. In particularly tight uphill curves the system downshifts.
Gearshifting is reactivated when the vehicle comes out of the curve at a distance that varies depending
on the vehicle speed.
79
 Transmission

Hot-mode strategy

In the event that the engine oil or coolant temperature or both are too high, the gearbox system reduces
the maximum engine speed to 4000 RPM. For this reason, upshifting will occur at this limit.
This strategy does not apply to downhill driving, so as to always have the efficiency of engine braking
together with the standard braking system.

80
 GEARSHIFT LEVER RELEASE IN EMERGENCY CONDITIONS
In the event of failure of the electrical power supply system with resulting dead battery, the vehicle may
only be moved after the gearshift lever has been released from the P position and moved to the N position.
When there is no power, the lever can only be released using the emergency procedure.
• Remove the cover G in front of the gearshift lever.
• Using the screwdriver contained in the toolkit, push on the release mechanism working through the hole
• and at the same time shift the gearshift lever to N.
• The gearshift lever has now been released.
NOTE: In order to tow the vehicle, the emergency release procedure of the
EPB system must be performed.

81
 Transmission

SYSTEM FAILURE:
The automatic gearbox failure information is sent to the instrument through a signal from the B-CAN line

Low gearbox oil level

The red icon indicates that the gearbox oil level is too low. If the warning light comes on,
stop the vehicle.
Automatic gearbox failure
Depending on the different related messages, the symbol may indicate:
- a gearbox failure
- a too high temperature of the gearbox oil.
Gearbox failure
This message, highlighted in red, indicates a gearbox system failure, therefore, if you are travelling, the
ECU that controls the device sets an emergency program. In these conditions, we recommended that you
stop the vehicle and turn off the engine for at least one minute. When restarting the engine, the
autodiagnostic system may cancel the malfunction, which will in any case be recorded by the ECU.
In failure conditions, the gearshift lever can always be shifted to R, N, D and P.
When shifting to the latter position, only a few gears will be available, depending on the malfunction
found.
82
 Transmission

The modular transmission shaft was chosen for technical reasons, due to the different alignment of the
engine axis with respect to the rear differential axis, which makes the homokinetical motion
transmission impossible.
Modular shaft balancing

The balancing kit contains a set of nuts of known weight with which the balancing weights provided by
the instrument must be approximated. As these nuts will be fitted on the retaining bolts of the
transmission shaft coupling flanges, the bolts need to be clearly identified so that the fitting positions
indicated by the instrument are respected. Actually, unlike wheel balancing, where the balancing weight
can be fitted in any position along the perimeter of the wheel rim, in this case there are six fixed
positions on the rear of the shaft fastening flange.
The instrument thus breaks down the result into weights equivalent to the theoretical balancing weight.
These weights must be approximated with the available nuts, obtaining an overall effect equivalent to
that of one balancing weight.

83
 Transmission
Modular shaft balancing

To perform the test, you need to use the following instruments together with the SD3 diagnostic tester:
DSE1 or DSE2
The kit contains two B&K 4508 accelerometers, but only one of the two shall be used for the balancing
procedure. The cables required to connect to the DSE1/DSE2 instrument are also provided in the kit

DSE2 instrument B&K 4508 accelerometers RPM sensor

Prepare the SD3 tester connecting it to the DSE1/DSE2 instrument and the DC/DC converter, as
described below.

84
 Transmission
Modular shaft balancing

SD3 connector
SD3 connector
CAN
V BATT
SD3 CBL 07
RS 232
DSE1/DSE2
DC/DC CONVERTER
DSE1/2 BT
(to be used if the EOBD
connector is not used)

85
 Transmission
Modular shaft balancing

Preparing the vehicle

Position the vehicle on a hoist.
Remove the two rear wheels and position the vehicle on mounts which must be approx. 18 – 20 cm
high.
These mounts must hold the vehicle level and compensate for the absence of the wheels. Provisionally
use the rubber bushings positioned underneath the hub carrier. Specific mounts of predefined height are
being tested, and these will rest in a less delicate area to also facilitate levelling the vehicle. Cut some
stickers 0.5 cm wide and 4 cm long out of a reflective adhesive sheet of paper.
Apply the sticker (A) on the transmission shaft. The sticker must be positioned in correspondence to
the flange stud bolt marked with number 1 (B).
If present, remove all the balancing weights applied on the flange stud bolts.

86
 Transmission
Modular shaft balancing

Positioning the RPM sensor

Position the RPM sensor (3) so that it is fully perpendicular to the ground and in line with the
transmission shaft (X), at a distance of approximately 50 cm from the shaft.
To do this, you can, for example:
Fit a mount (1) equipped with a base (2) to support the speed sensor (3). The material is not provided in
the kit and must therefore be purchased locally.
Securely fasten the sensor on the relative mount and position it as described above.
CAUTION! Once positioned, the sensor must not be moved for the entire duration of the balancing
procedure so as not to alter the reference point for the instrument.

87
 Transmission
Modular shaft balancing

Positioning the accelerometer

The B&K 4508 accelerometer must be fitted underneath the differential near the transmission shaft
(Fig. 2)
Using HEPTANE, remove any residues of glue or grease from the flat surface on the differential where
the accelerometer holder will be positioned.
Apply epoxy glue in the centre of the flat surface of the accelerometer holder (1).
Position the accelerometer holder (1) on the differential and hold it down for about 20 seconds, so that
it adheres properly.
Fit the accelerometer (2) on its holder (1).

88
 Transmission
Modular shaft balancing

Connecting the DSE1/DSE2 components:

Connect the speed sensor (1) cable and the
accelerometer (2) cable to the DSE1/DSE2.

Balancing cycle with SD3. (Phase I)

Start the SD3 tester, access the “SERIAL DIAGNOSTICS” environment and then “INDIVIDUAL
ECU DIAGNOSTICS”.
Select “TOOLS” and then “ALL”.
Select the item relating to transmission shaft balancing for the vehicle M139EV07.
A page will be displayed showing the following options.
DISPLAY DATA
ACTIVATE BALANCING
SET TEST WEIGHTS
UPDATE CARD
EXIT
89
 Transmission
Modular shaft balancing

Select “UPDATE CARD”.

A page will appear showing the software version installed on SD3 and on DSE1/DSE2. If the software
version of DSE1/DSE2 does not coincide with the version installed on SD3, update it by selecting
“YES”. If this is not the case, select “NO” and return to the home page.
Select “ACTIVATE BALANCING”.
With the help of a second operator seated in the vehicle, start the engine, check that the EPB (Electronic
Parking Brake) is disengaged and manually deactivate the MSP function.
Select “SEQUENTIAL MANUAL” gearbox operation.

Balancing cycle with SD3. (Phase II)

The shaft balancing procedure is divided into three phases:
INITIAL RUN
TRIAL RUN
FINAL RUN
All three phases are guided “step-by-step” by the SD3 program. We recommended that you carefully
follow the instructions displayed on the SD3.

90
 Transmission
Modular shaft balancing

INITIAL RUN

The INITIAL RUN phase is a data acquisition phase performed by the tester. The tester measures the
shaft unbalance and stores the data as a basis for comparison of the subsequent measurements
For data acquisition, the transmission shaft must run at a speed between 2850 – 3150 RPM (equivalent
to 2800 engine RPM read on the instrument panel when 5th gear is selected) and must be kept at
this speed throughout the data acquisition phase.
To easily reach the required RPM, set “SEQUENTIAL MANUAL” operation to progressively arrive
at engaging 5th gear.
Hold the accelerator pedal depressed until reaching the required RPM values, keep them constant
throughout the data acquisition phase and wait for the result.
Initial Run OK
If the data acquisition phase is successfully completed, it means that the tester has been calibrated using
an unbalance value that does not exceed the maximum value set in the tester.
Subsequently, you automatically go to the TRIAL RUN phase.

91
 Transmission
Modular shaft balancing

Initial Run NOT OK

If the data acquisition phase is not completed successfully, it means that the tester has measured an
unbalance value that exceeds the maximum value set in the tester.
The system will automatically prompt you to position a rebalancing weight of 4.5 grams on the
flange stud bolt marked with number 1 (Position 1).

92
 Transmission
Modular shaft balancing

3 CAUTION!

Should the adhesive tape bearing the

corresponding number for each stud bolt not be
2 present, it is important to assign the correct
numbering: affix the number 1 in
correspondence to a stud bolt and then the other
numbers with clockwise orientation.

DIFFERENTIAL SIDE VIEW 93

 Transmission
Modular shaft balancing

Repeat the INITIAL RUN phase.

If the unbalance value is still not compensated, the system will automatically prompt you to move the
rebalancing weight from Position 1 to Position 2 and to repeat the INITIAL RUN phase. This process
will be repeated (going through the various positions from 1 to 6) until the correct position for the
rebalancing weight is found.
Once the correct position for the rebalancing weight has been found, you will automatically go to the
TRIAL RUN phase

CAUTION. If the correct position for the rebalancing weight is not found, remove the rebalancing
weight of 4.5 grams and repeat the cycle using a weight of 7.5 grams.
Once the correct position for the rebalancing weight has been found, you will automatically go to the
TRIAL RUN phase
CAUTION. If the correct position for the rebalancing weight is not found even when using the weight of
7.5 grams, carefully check all the components connected to the transmission shaft (rear differential, axle
shafts etc.).
When you have inspected all the mechanical components, repeat the entire cycle with the rebalancing
weight of 4.5 grams (7.5 grams if necessary).
If the procedures fails again, contact the Maserati Technical Service Department.

94
 Transmission
TRIAL RUN
This is the phase where the tester reads the various positions to correct the unbalance.
The TRIAL RUN phase consists of two different actions, depending on whether or not the INITIAL
RUN is completed successfully the first time it is performed.
a) INITIAL RUN OK on first attempt. The system automatically prompts you to position a reference
weight of 4.5 grams in Position 1.
b) INITIAL RUN NOT OK on first attempt. The system automatically prompts you to position a
reference weight of 4.5 grams in the position where the rebalancing weight is present.
Start the TRIAL RUN procedure from the SD3.
CAUTION. In condition (a) described above, the reference weight of 4.5 grams in Position 1 might
cause an excessive unbalance not readable by the tester. In this case, the tester will automatically
prompt you to position the same reference weight in Position 4. Repeat the TRIAL RUN phase with the
weight in Position 4.
“Value in
The TRIAL RUN procedure ends with a page A grams”

displaying a table: “Value in

B grams”
“Value in
C grams”
A: Ideal value (information only)
B: Number of the flange stud bolt where you have to position the first correction weight (whose value
in grams is indicated in the next column)
C: Number of the flange stud bolt where you have to position the second correction weight (whose
value in grams is indicated in the next column) 95
 Transmission
“Value in
The TRIAL RUN procedure ends with a page A grams”
“Value in
displaying a table: B grams”
“Value in
C grams”
A: Ideal value (information only)
B: Number of the flange stud bolt where you have to position the first correction weight (whose value
in grams is indicated in the next column)
C: Number of the flange stud bolt where you have to position the second correction weight (whose
value in grams is indicated in the next column)
Remove the reference weight of 4.5 grams previously positioned.
Apply the correction weights as described in the table.
Click on NEXT to go to the “FINAL RUN” phase.
FINAL RUN
This is the phase where the tester reads and assigns the weights for unbalance correction.
Continue the procedure and follow the on-screen instructions.
Continue applying the correction weights as described in the tables that will be displayed.
Continue until the tester indicates an IDEAL VALUE in the table lower than or equal to 2.1.
Having reached the correct value, click on “EXIT” and confirm to print the test.
IMPORTANT
The procedure does not end automatically but only by selecting “EXIT”.
The procedure is complete when the transmission shaft is balanced.
96
Differential

97
 Differential

The new rear differential compensates for the different wheel movements.

The configuration of this differential provides for:

• 25% locking during acceleration
• 45% locking during deceleration
It is fastened to the chassis by means of specific cast iron mounts
98
 Differential

TECHNICAL SPECIFICATIONS

Self-locking differential , Limited Slip type Oil type: Shell Spirax S 75W140
Bevel gear pair: spiral with involute gear tooth profile Quantity: 1 litre
Transmission ratio: 15/56 Support bearings: tapered rollers
Pinion axial clearance restored by means of a collapsible spacer

99
 Differential

Checking the clearance between the crest and the tooth of the pinion and crown wheel

Undo the retaining screws of the differential housing cover.

Remove the axle shaft coupling flange and the relative bearing. Then turn over the cover and remove the
snap ring from the inside.

100
 Differential

Place the cover in a press and, using a punch of suitable dimensions, remove the differential flange shaft.
Fit the differential cover and temporarily secure it with three or four screws, then fit a base
(1) onto it, which must be screwed onto one of the cover fittings.
Position a dial gauge with a magnetic mount (2) on the base (1).

1 1

101
 Differential

The plunger of the dial gauge must be positioned on the crown wheel diameter marking (Æ 224mm),
shown on the specific tool.
Check that the clearance between the pinion and the crown wheel is between 0.08 and 0.10 mm.
If the value falls within the specified values, complete the assembly stages.

Remove the magnetic mount, the dial gauge and the

differential cover.
Place the cover in a press and, using a punch of
suitable dimensions, fit the differential flange shaft.
Fit the snap ring.

Refit the cover and tighten the differential housing cover retaining screws to a torque of 28.5 – 31.5 Nm.
102
 Replacing the flange O-ring on the transmission shaft side and checking the end float of the pinion
Before removing the fastening ring nut, check the residual rolling torque using a
torque wrench with dial indicator on the flange nut. The inspection must be performed when the differential
is removed or when the axle shafts are disconnected and without
oil. With the differential crown wheel removed and without oil, the rolling torque must be equal to 1Nm±0.5;
With the complete differential, without oil and with the axle shafts disconnected, the rolling torque must be 3Nm
± 1Nm. This torque must be checked once again after the flange has been tightened. Using a suitable punch,
remove the two flattened parts of the flange retaining nut

Apply a tool on the flange to lock its rotation,

unscrew the nut and remove it.

CAUTION!
The flange retaining nut must be replaced each
time it is removed
Remove the oil seal from its seat. Clean the O-ring residues off the flange striking surface.
Then fit a new O-ring and a new oil seal using a dedicated tool.

103
 Differential

Fit the base screwed onto the differential housing.

Position a magnetic mount fitted with plunger in correspondence to the pinion surface

There must be NO end float of the pinion. The end float is eliminated by tightening
CAUTION! the flange nut on the transmission shaft side. There is no specific tightening torque. It
is recommended to apply a pre-torque and then check the end float value.

104
 Differential

Fit the flange, apply LOCTITE 270 and screw on a new retaining nut.
Apply a tool on the flange to lock its rotation.
Using a specific bushing, screw on the retaining nut.
IMPORTANT:
The nut tightening torque is related to the end float data read by the plunger on the pinion and by the
residual rolling torque.
Pre-tighten the new ring nut that secures the flange. Tighten increasing the torque value torque by 5÷10
Nm at a time, after having duly checked the end float and rolling torque.
With the differential crown wheel removed and without oil, the rolling torque must be 1Nm±0.5;
With the complete differential, without oil and with the axle shafts disconnected, the rolling torque must
be 3Nm ± 1Nm.
When the end float is equal to
“0” and after checking the
rolling torque, stop the
tightening procedure and
flatten the ring nut that
secures the flange.

105
 Differential

If you have to replace the flange O-ring on the transmission shaft side (if the differential is
on the bench) it is advisable to also check the clearance between the crest and the tooth of
CAUTION! the pinion and crown wheel.
Undo the retaining screws of the differential housing cover.
Remove the axle shaft coupling flange and the relative bearing. Then remove the entire crown wheel of the
self-locking unit.

106
 Differential

After fitting the differential assembly, it is advisable to check that the clearance between the pinion and the
crown wheel has not changed and that the measurement falls within the indicated values (0.08 – 0.10 mm)
Remove the magnetic mount, the
dial gauge and the differential
cover.
Place the cover in a press and,
using a punch of suitable
dimensions, fit the differential
flange shaft.
Fit the snap ring.

Subsequently, refit the cover and

tighten the differential box cover
retaining screws to a torque of 28.5
– 31.5 Nm.

107
 TIGHTENING
PART THREAD MATERIAL
TORQUE
Flanged T.E. screw fastening Flexplate
M10X1.5 mm Steel Cl 10.9 56 Nm
to converter

for engine/gearbox assembly-transmission coupling

T.C.E.I screw fastening converter
M10X1.5 mm Steel Cl 10.9 49 Nm
cover to gearbox
Hex. nut with edge fastening converter
M10X1.25 mm Steel Cl 10.9 60 Nm
cover to engine
T.E. screw fastening starter motor M8 Steel Cl 8.8 25 Nm

Nominal tightening torques

T.C.E.I screw fastening mounting
M10X1.5 mm Steel Cl 10.9 56 Nm
bracket to gearbox
Hex. nut with edge fastening rubber
M12x1.75 mm Steel Cl 10.9 120 Nm
bushing to gearbox mount. bracket
T.E. screw fastening rubber bushing to
M10X1.25 mm Steel Cl 10.9 50 Nm
cross member
Hex. nut fastening rubber bushing to
M10X1.25 mm Steel Cl 8.8 50 Nm
cross member
T.C.E.I screw fastening oil pipes M8 Steel Cl 8.8 24 Nm
Screw fastening transmission shaft to
M10X1.5 mm Steel Cl 12.9 30 Nm + 90°
gearbox
Stud bolt fastening transmission shaft
M10X1.5 mm Steel Cl 12.9 30 Nm + 90°
to differential
T.C.E.I screw fastening transmission
M8 Steel Cl 8.8 24 Nm
shaft central mount
T.E. screw fastening rubber bushings
M14x1.5 mm Steel Cl 8.8 120 Nm
to rear frame
T.C.E.I screw fastening gearbox
M8 Steel Cl 8.8 23 Nm
mount. cross member to frame
T.C.E.I screw fastening transmission
M8 Steel Cl 8.8 23 Nm
shaft mount. cross member to frame 108
Braking system

109
 Braking system

The Brembo braking system of the Maserati GranTurismo is equipped with 4 ventilated discs on the
front and rear wheels (front 330 mm Ø x 32 mm, rear 330 mm Ø x 28 mm) with 4-piston calipers.

Stopping distance: from 100 to km/h: 35 m

Deceleration: 1.24 g

System components
•Brake servo with tandem pump 8+9“Ø
• Pump 15/16" Stroke 18+18mm
• Servo control ratio 13.5
•Self-ventilated front discs 330x32mm
•Self-ventilated rear discs
330x28mm with new brake caliper
• Parking brake with electric activation
• ABS/ESP Bosch 8.0

110
 Braking system

From a safety point of view, the vehicle is equipped with ABS, which prevents the wheels from locking
during braking, and EBD, which provides optimal brake force distribution between the front and the rear;
both are integrated in the MSP system (Maserati Stability Program).
To help the driver during uphill starting, the Maserati GranTurismo is fitted with the “Hill Holder”
device which, in the case of sloped roads, immobilises the vehicle for a few seconds to allow the driver
to move his foot from the brake pedal to the accelerator pedal without the vehicle rolling back.

The standard brake calipers are black; on request, they can be supplied in five different colours: red,
yellow and titanium for a racing look; blue and silver for a more elegant look. The Maserati name is
black (for the red, yellow and silver calipers), white (for the black and blue calipers) and red (for the
titanium calipers).

111
 Braking system

EPB. The Electronic Brake System is the new parking brake control system. A node
integrated in the actuator controls rear wheel locking during parking.

The EPB system is composed of:

EPB actuator (cable puller) + ECU (1)
Primary cable (2)
Equalizer / divider (3)
Secondary cables (LH + RH) (4)
Emergency release tool (to be inserted in the toolkit)
112
 Braking system

EPB system functions

Assisted parking brake

The parking brake is engaged and disengaged when the vehicle is
stationary by pressing the button on the centre console.
To ensure activation of the EPB system, pull and hold the lever
positioned on the gearshift lever console for about 2 seconds.
The system can be deactivated by holding the brake pedal
depressed and pulling the lever

Automatic parking brake

Automatic parking brake engagement when the vehicle is stationary and the key
is OFF (default condition); it can be deactivated with the button on the
dashboard before turning the key to OFF.
The PARK OFF button positioned on the NIT console must be
pressed before switching off the engine to prevent automatic
activation of the EPB. The words PARK OFF are displayed on
the instrument panel. The system is deactivated only for that
switch-off procedure, and when the engine is next started the
default status is reset.
113
 Braking system

AUTO PARK display

This function allows the user to select automatic activation of the electric parking brake when the key is
turned to OFF.
Key-ON conditions
The parking brake is always active by default (PARK ON) and is not displayed on the instrument panel.
When pressing the PARK OFF button, the PARK OFF message is displayed for 5 seconds in amber
letters in the warning light area on the display, after which it remains displayed but in smaller letters (see
figure).

18:30 EXT-23°C 18:30 EXT-23°C

3 5 sec. 3
MANUAL MANUAL

km km [A] km km [A]
000999 998.9 000999 998.9
114
 Braking system

Subsequently, if the PARK OFF button is pressed again, the PARK OFF message disappears (whether
in standard size or minimised) and is replaced with the message PARK ON in green letters, which is
displayed for 5 seconds and then disappears.
18:30 EXT-23°C

3
MANUAL

km km [A]
000999 998.9
Key-OFF conditions
When turning the key from ON to OFF, the EPB activation status is displayed on the instrument panel,
regardless of whether PARK ON or PARK OFF has been set.
If the engine is turned off when the PARK OFF function is active, the EPB function can be
reactivated by pulling the lever next to the gearshift lever.
The new strategy suggested will be shown on the display as EPB ON.

115
 Braking system
EPB system functions
Drive away
Automatic parking brake disengagement during acceleration (accelerator pedal angle >3%), always
active.
PRE-RELEASE, which automatically disengages the brake when shifting the gearshift lever from P.
Dynamic Brake
Dynamic braking (while the vehicle is moving) is controlled by the ESP until the vehicle is stopped,
Keeping the EPB button active. In these conditions braking is controlled through the four brake
calipers.
When the vehicle has come to a stop, the parking brake is automatically engaged.
Hill Holder
This system is entirely controlled by the ESP ECU, which holds the vehicle braked when standing
uphill until starting off.
When the electric parking brake is
engaged, the specific warning light
comes on. The EPB activation status

EPB ON
P EPB OFF
P is displayed on the instrument panel
in the display area (EPB ON or EPB
OFF).

km km Parking brake operated

000999 000999 116
 Braking system

SYSTEM FAILURE:

The electric parking brake failure information is sent to the instrument via a signal from the B-CAN line.
In these conditions, the “EPB failure” warning light comes on (for all markets except the USA where the
BRAKE warning light is used) and at the same time the “EPB failure” symbol is shown on the display.
This specific message is accompanied by an acoustic warning.
The failure is signalled on the NQS by means of an amber warning light .

EPB system failure This warning light is not applicable for the US market
where the BRAKE warning light is used.

In particular conditions where the battery voltage is low, the electric parking brake system
may temporarily be deactivated for safety reasons. Therefore, typically upon starting the
engine, when the battery voltage is reduced, the message PARK OFF may be temporarily
CAUTION! displayed, indicating that automatic operation is momentarily disabled

117
 Braking system

It must be possible to activate (but not deactivate) the parking brake also when the engine is off and for
this reason, a power management strategy has been introduced.

NFR

With the EPB, the ESP ECU is the system master and the EPB ECU the slave.
Therefore, it is the ESP that determines when and how to activate/deactivate the parking brake
depending on the surrounding conditions (e.g., slope, engine on/off, engine power delivered, etc.).
118
Braking system

119
 Braking system

The following systems/components are involved in the EPB functions:

• ESP
• Braking system
• Bowden cables and brake shoes
• Body Computer
• Electric wiring
• EPB button
• Auto apply functions
• Control panel
• Rear stop lights + 3rd stop light
• Gearbox ECU

The EPB system is housed in the spare wheel bay, inside the luggage
compartment.

120
 Braking system

If the EPB has jammed (complete system failure, dead battery) a special tool is required to manually
release the parking brake cables.
The tool to release the system is a special wrench with flexible
square cross-section:
Flexible stem length: 20 cm3
Handle length: 6+7+6 cm7
Release procedure
9 Remove the luggage compartment guards to access the spare
wheel bay.
9 Remove the protection cap on the right-hand side of the
EPB ECU.
9 Fit the tool into place.
9 Turn the handle until the system has been released.

CAUTION!

After an emergency release the

system must be reset by a
Maserati Service Centre.

121
 Braking system

The ECU detects the emergency release and the operation will thus be stored on the SD3.

CAUTION!

After each emergency release, the system must be reset at the workshop using the SD3 system, since the
EPB is no longer functioning.

SD3 FUNCTIONS

Control cable release

If replacing one or more components of the EPB system (control cables, brake shoes, etc.) the cable
tension must be slackened until fully releasing the cables: this will allow you to remove the different
parts.

Actuator calibration
Calibration is an operation whereby the nominal operating position of the ECU is set. In brief, the ECU
pulls the cables until the nominal tension is attained, determining the zero position in the actuator stroke.
This operation is absolutely essential when releasing the control cables to replace one or both of them, or
when the brake shoes are replaced. 122
 Braking system

SD3 FUNCTIONS

9 EPB function for cable running-in function

If one or both the system service cables are replaced, a running-in procedure
must be performed using the SD3 tester. This procedure, which repeatedly
tensions the cables in 5 different steps, allows the system to reach maximum operating efficiency
preventing residual elastic effects during the operating phases.

9 EPB running-in function

The EPB ECU with Garage Braking function can control the DIH running-in phase.
This function is activated by means of the diagnostic tester, by sending a specific message.

123
Stability control

124
The Maserati Quattroporte Automatic has a new stability control system integrated in the ESP 8 ECU.
The dynamic performance of the Maserati GranTurismo is supported by the Maserati Stability Program
(MSP), specifically developed by the Trident engineers to provide greater safety and optimise the
dynamic performance of the vehicle. The system is based on a set of sensors capable of detecting any
vehicle failure with respect to ideal dynamic performance. It acts on the brakes and engine to stabilise
their setup and restore proper performance. The Maserati Stability Program (MSP) performs the
following functions:
− if the system detects a tendency to side skidding, it reduces the torque; it activates the brakes and
stabilises the vehicle in just a few milliseconds (ESP);
− it prevents the wheels from locking during braking (ABS);
− it distributes the brake force between the front and rear axle, preventing the rear wheels from locking
(EBD);
− it prevents slipping of the driving wheels, improving traction in low-grip conditions
(ASR);

125
Also in the case of the MSP, the driver can choose Sport mode: in normal conditions, the system acts both
on the engine torque and the brakes; when the SPORT button is pressed, the stability program is less
"invasive" and permits enhanced racing-style driving without however affecting safety. In fact, the
operating threshold is raised and the system mainly operates on the brakes without cutting power to the
engine. Pressing the “MSP OFF” button you can deactivate all the driving control systems (ESP, MSR
and ASR), leaving only the ABS and EBD systems active. In emergency conditions, depress the brake
pedal to reactivate all the driving control functions. Of course, it is advisable to use the “MSP OFF” mode
only on dry roads and on tracks closed to traffic.
MSP OFF mode
If the vehicle is driven under "extreme" conditions, the ESP system can be fully deactivated by the driver.
The vehicle will perform without any safety system and the driver will have to rely only on the vehicle
and his driving skills for particularly exciting driving. Even if the control system is deactivated, the Anti-
Lock-Braking System (ABS) will remain active to prevent wheel locking or skidding. In order to prevent
unstable driving conditions, the MSP system may request the gearbox system to disable automatic
gearshifting. This request is processed by the system which, depending on the gear engaged and the
engine RPM, will evaluate the appropriate gearshift or temporarily deactivate this feature.

126
 Stability control

ICE mode
This mode can be used on particularly slippery road surfaces (e.g., snow, ice) and it is
activated/deactivated by pressing the button on the NIT. The word ICE will illuminate on the instrument
panel display. In “Low-grip" mode the system uses 2nd instead of 1st gear. This means that when you
start from a stationary position with the engine running - both in automatic mode (gearshift lever in D)
and manual mode (gearshift lever in M) - the vehicle will start in 2nd gear. When sequential manual mode
is selected with 2nd gear engaged, a downshift request will be ignored.
When sequential manual mode is selected with 2nd gear engaged, a downshift request will be ignored.
While driving, the system automatically switches to the upper gear if the engine reaches the pre-
established speed rate (3,000 RPM). “Low-grip" mode has priority over SPORT mode and assists the
MSP system.
If “ICE” mode is activated when “SPORT” mode is active, during the transition stage it may happen that
both the “ICE” and the “SPORT” messages are present on the CAN line. In this case, the system will give
priority to the “ICE” message, immediately showing it on the display.

127
Driving controls

128
 Driving controls

Instead of the steering column with manual adjustment, you can request the version with electrical
adjustment in combination with the comfort pack for the seats (this includes storage of the settings and
heating).
Steering diameter (from pavement to pavement): 10.7 m

129
Suspension and wheels

130
 Suspension and wheels

In the standard configuration, the Maserati GranTurismo is equipped with

19” aluminium wheel rims with different-sized front and rear tyres: for
better power discharge to the ground, the rear tyres have a wider tread
than the front ones.
The 19” wheel rims are in light alloy; front 8.5J x 19, profile H2; rear
10.5J x 19, profile H2; Front tyres 245/40 R19, rear tyres 285/40 R19.

A racing-style 20” version is available, which, although slightly

reducing comfort, increases handling and response to steering
movements, thanks to the effect of the smaller drift angle. The look is
inspired by that of the Birdcage 75° wheels and further underlines the
power of its mechanics.
Optionals: 20" light alloy wheel rims; front 8.5J x 20, profile H2; rear
10.5J x 20, profile H2; Front tyres 245/35 R20, rear tyres 285/35 R20.

131
 Suspension and wheels

Both types are available with Ball-Polished treatment and in mercury grey:
− The ball-polished treatment emphasises the mechanical features at the same time
gives a brilliant effect even if not as eye-catching as the chrome-plated wheels.
− The dark mercury grey further highlights the racing-like character of the
GranTurismo.

132
 Tyre pressure monitoring system (optional)

TRIP button : displays the “Tyre pressure” information for 10 seconds

Information displayed :
15-05-2002 -23°C
- System temporarily inactive (for example : external radio interference)
Tyre - System not calibrated (for example : a tyre has been replaced )
Pressure - System failure
2,2 2,2 - System not active (if it is disabled by the diagnostic system)
bar bar
- Low pressure or puncture of the LH front, RH front,
2,2 2,2 LH rear and RH rear tyres
bar bar
- Low pressure or puncture in unidentified tyre
SPORT 3
km km [A]
000999 998.9
NOTE: If the system is not calibrated (for example : a tyre has been replaced)
calibrate the system by pressing the button on the front ceiling light (from 4
to 10 sec.). The completion of the calibration procedure is indicated on the
instrument panel.
133
 Tyre pressure monitoring system (optional)

System calibration
After replacing or inflating one or more tyres, the system must be calibrated once again. To calibrate the
system, press and hold button A, located on the inside roof, for a time ranging between 4 and 10 seconds.
The system takes a maximum of 20 minutes to complete the calibration procedure with the vehicle in
motion. A green symbol will appear on the display together with the message "Calibration started”. If the
user recalls the information page showing the pressure levels of each tyre, dashes “–.–” will be viewed
in the place of the values.
You can access the information screen page that shows the pressure values of each tyre by repeatedly
pressing the “Mode” button B.

134
 Suspension and wheels

The chassis of the Maserati GranTurismo is fitted with overlapping-triangle front and rear suspension
with hub carrier and forged aluminium arms, with the aim of reducing the unsprung weights of the
vehicle.
As an optional, the Maserati GranTurismo can come equipped with aluminium gas shock absorbers with
Skyhook system for automatic and continuous damping adjustment. This technology is used to assure
optimal comfort levels with any road condition, without affecting performance and the racing-style
character of the vehicle.
The Skyhook system acts by means of acceleration sensors which record the movements of each wheel
and the bodywork. The ECU processes the information received, analyses the driving style and the road
conditions and immediately adjusts the shock absorbers by acting on the proportional valve of each of
them.
In the case of the fixed calibration system, the suspension set-up is optimised for handling:

• the standard suspension has been designed for those customers who prefer
good handling over driving comfort and love hearing the sound of the engine without
a filter on any electronic device.
• The suspension provides a vehicle set-up which is quite similar to that used in Sport mode with the
• Skyhook system, in any condition.
• The continuous damping suspension is unable to guarantee the same comfort as the
Skyhook system in Normal mode.
135
Suspension and wheels

FRONT SUSPENSION

•Articulated quadrilateral independent wheel

suspension with double oscillating triangle
•Antidive geometry
•Forged aluminium levers, aluminium hub
carrier
•25 mm ø articulated stabilizer bar on ball
joints
•Skyhook variable-damping aluminium
hydraulic shock absorbers
•Suspension mounted on a new separate frame
rigidly connected to the bodywork

136
Suspension and wheels

REAR SUSPENSION

•Articulated quadrilateral rear independent

wheel suspension with double oscillating
triangle
•Antisquat geometry
•Forged aluminium levers, aluminium hub
carrier
•24 mm ø articulated stabilizer bar
•on ball joints
•Skyhook variable-damping aluminium
hydraulic shock absorbers
•Suspension mounted on a new separate frame
rigidly connected to the bodywork

137
Suspension and wheels

Skyhook layout

138
 Wheel alignment
Front Rear
Camber : -0.30°±0°10’ on each wheel Camber : -1.30°±0°10’ on each wheel
Caster : 3.30°±0°10’ on each wheel

-0.30° -0.30° -1.30° 3.30° -1.30°

139
 Wheel alignment

Front Rear
Total toe-in: -2,1 ±0.4mm (-1,05 mm Total toe-in: 4.2 ±0.4mm (2,1 mm
opening on each wheel) closing on each wheel)

- 1,05 mm + 2,1mm

- 1,05mm + 2.1mm

The characteristic angles must be adjusted during “static load” configuration, that is, with
all the fluid tanks filled, the fuel tank full (90 litres) and 75 kg on both front seats.
Caution 140
Safety components

141
 Safety components

The vehicle is equipped with 6 airbags (2 front and 4 lateral ones) and electronically-operated
pretensioners for all of the seat belts.

142
 Safety components
The system components are the following:

1) Electronic control unit 16) Diagnostics socket

2) Passenger's front airbag 17) Rear left-hand
3) Air bag deactivation switch pretensioner
passenger's side 18) Rear right-hand pretensioner
4) Passenger's front 19) Front left-hand Crash Zone
seat belt pretensioner pretensioner
5)Passenger's side bag 20) Front left-hand Crash Zone
6) Satellite crash sensor on passenger Sensor.
side
7) Passenger-side door-mounted airbag
8) Driver-side door-mounted airbag
9) Driver's side bag
10) Satellite collision sensor on driver side
11) Passenger's front
seat belt pretensioner
12) Airbag system failure warning light
13) Passenger’s airbag deactivation
warning light
14) Driver's front airbag
15) Clock Spring 143
 Safety components

If replacing the NAB or a component of the airbag system, the initialisation procedure must be
performed on the new component. To perform the initialisation procedure, detach the electrical
connectors for the driver's airbag, passenger's airbag and side bags positioned under the front seats.

CAUTION
Follow the instructions and relative safety regulations for removal and storage of the airbag
modules.

9Connect the SD3 diagnostics tester to the NBC diagnostic socket.

9Access "CYCLE ENVIRONMENT", select the airbag node configuration cycle and continue.
After entering the vehicle data, select "CONTINUE" and turn the key to ON.
9Wait for the checks to be completed and then follow the guided procedure, by means of which the
tester will check the information available in the ECU.
Continue with the cycle until the tester prompts you to connect the driver-side airbag connectors, but
without fitting the two secondary locks (safety devices for the connectors).
Connect the two secondary locks, first connecting the yellow one and then the green one.
Subsequently, the page "ATTACH THE CONNECTOR THAT KEEPS THE PASSENGER
AIRBAG LINE 1 IN SHORT-CIRCUIT" will be displayed.
The part number of the fake connector is 900027450. This can be ordered from the Maserati Spare Parts
Department.

144
 Safety components
Connect the fake connector 900027450
Wait until the next screen pages prompt you to remove the fake connector 900027450 and to
attach the passenger-side airbag connector.
Attach the passenger-side airbag connector.
Subsequently the screen page prompting you to attach the sidebag connectors will be displayed.
Connect the sidebag connectors.
The diagnostic tester will then perform a check of the switches for the front and rear
seat belts.
Buckle the seat belts in the following order:
1. Front seat, driver's side
2. Rear left-hand seat
3. Rear seat, passenger's side
4. Front seat, passenger's side
The buckled seat belts are displayed in red.
The diagnostic tester then asks the user if the manual deactivation device for the passenger-side airbag is fitted
. • Reply "yes" and continue with the cycle.
Perform the requested operations to check that the manual airbag deactivation device is properly functioning.
The diagnostic tester will then prompt you to check that the airbag warning light on the instrument panel is off
. Subsequently, the summary of the initialisation cycle progress appears,
which should be printed and filed.
Refit all the components previously removed to access the electrical connections
of the airbag system.

145
External lights

146
 External lights

Adaptive light adjustment

The Maserati GranTurismo is fitted with a set of self-levelling bi-xenon headlights with fully automatic
adjustment system. The high performance of the bi-xenon headlights is enhanced even further by the
rotation function which, by improving the illumination of the road and surrounding areas, contributes to
increasing driving safety during night-time on particularly twisty roads. The high-beam and low-beam
control unit instantaneously receives and processes the information on steering, camber and driving
speed and acts on special electric motors that turn the light cones in order to increase side illumination.

Main parts:
− The system is activated at a speed of 5 km/h
− The maximum headlight rotation inside a curve
is 15° and for the headlight outside a curve 7.5°
(always half);
− From 90 km/h to 120 km/h the rotation is less
− Over 120 km/h and in reverse, the system is
deactivated for safety reasons.

147
 External lights

Adaptive light adjustment

(1) The side markers, provided as a standard

equipment for all the markets, improve
driving safety and are also an attractive
aesthetic element
(2) Front direction indicator repeater
(3) Position light
(4) Bi-xenon headlight – low-beam + high-
beam
(5) Additional low-beam (Flash to Pass ) –
the bi-xenon lamps take some time to reach
maximum efficiency, therefore, while the bi-
xenon headlights are off, the flashing function
is assured by a conventional light.
(6) Front headlight cleaning system
(7) Fog light

148
 External lights

When replacing the left-hand headlight, perform the two calibration cycles on the NFA ECU.
• Connect the diagnostic tester to the EOBD socket on the Body Computer Node and calibrate the Self-
adaptive Headlight Node (NFA). This cycle involves the calibration of the left-hand headlight
(MASTER) and subsequently of the right-hand one (SLAVE).
• The two cycles are independent, therefore you will have to launch first the MASTER calibration cycle
and then
the SLAVE one.
• In the event of a collision involving the left-hand headlight, the signal connector for the CAN line may
be damaged. The damaged connector may interfere with proper vehicle starting. Therefore, if the vehicle
cannot be used after a collision and the headlight is damaged, detach the CAN line connector and check
engine starting.

If replacing the battery, the PROXY alignment procedure does not have to be performed; when the key is
next turned to on and with the headlights on, the node performs a self-learning process as calibration.

149
External lights

150
 External lights

Q007 Rear potentiometer for headlight aiming adjustment

Q002 Front potentiometer for headlight aiming adjustment
G001 Headlight cluster
M002 Body Computer node (NBC)
151
 External lights

(1) Position light – LED technology (the function of (4) Stop – LED technology
the rear side marker is performed by the external (5) Direction indicator – LED technology
section of the lighting device) (6) Side reflector
(2) Rear fog light (7) Reflector
(3) Reverse light
152
Air conditioning and heating
system

153
 Air conditioning and heating
system
The air conditioning/heating system of the GranTurismo provides enhanced air flow obtained with
new and suitably dimensioned air lines.
The system has been designed to assure comfort in all possible weather conditions.

154
Air conditioning and heating
system

Coolant
The coolant used is R134a. PAG RL - 897
This vehicle system is filled with: 600 ± 20 g of
fluid

Lubricant
The fluid used is Oil Ucon RL897
This vehicle system is filled with: 200 ml ± 10
ml of fluid.

Compressor
The compressor (1) allows the system to vary
the flow rate of the coolant reaching the
evaporator gradually.
It draws the motion directly from the crankshaft
by means of the poly-V belt (2).

155
 Air conditioning and heating
system

Front distribution unit

This is the housing inside which the external air, or recirculating air, is conditioned and distributed to the
vents selected by the user. The distribution unit houses:
• Air flaps
• Evaporator (this is a heat exchanger housed in the air distribution unit. It is designed to draw heat and
humidity from the air blown into the passenger compartment, by exploiting the coolant transformation
from the liquid to the gaseous state).
• Radiator heater (this is a heat exchanger connected to the cooling circuit of the engine by means of two
lines: one draws the hot water from the engine, the other allows the coolant to return to the engine. The
heater is designed to provide the heat required to heat up the air blown into the passenger compartment )
• Flap actuators.
156
 Air conditioning and heating
system

• Air temperature sensors.

• Pollen filter (this is a combined air filter for the passenger compartment : particles and active carbons).
It is designed to filter the air coming into the passenger compartment. The first layer (particles) prevents
pollens and pollutant particles from entering the passenger compartment; the second layer (active
carbons) reduces bad odours due to humidity that forms on the surface)
• The electric fan is controlled by a 12 V brushless electric motor and is operated at different speeds by a
signal from the NCL (A.C. system node). It is located inside the air conditioning/heating unit near the
evaporator)
157
 Air conditioning and heating
system
Anti-mist sensor
The anti-mist sensor is an electronic device which is designed to send a control signal to the
recirculation flap: When the windscreen mist index exceeds the preset thresholds, the flap is forced open
to allow intake of outside air regardless of the recirculation mode set by the user. When the windscreen
mist index returns to the preset acceptable values, the recirculation flap resumes the mode active before
this operation.
It is fitted on the internal rear-view mirror.
Sunlight sensor
The sunlight sensor measures the thermal energy generated by the sun. It is positioned on the dashboard
near the windscreen.
It is a DUAL ZONE sensor, which ensures optimal control over the air conditioning and heating system
temperatures.
Outside air temperature sensor
This sensor (1) is designed to read the outside air temperature.
It is an NTC sensor fitted inside the external rear view mirror, on the driver's side. It has an operating
range of -40°C / 80°C.

158
Air conditioning and heating
system
Air conditioning and heating system node
(NCL)

The air conditioner node (NCL) (1), located on

the right-hand side at the front passenger's
feet, is fitted on the air conditioning/heating
unit.
It is connected to the low-speed B-CAN
network.
The air conditioning/heating system node (NCL)
receives the following information from the
Body Computer node (NBC), through the CAN
network:
outside air temperature
engine water temperature
engine RPM
vehicle speed (tachometric signal)
battery voltage (battery charge level)
heated rear window activation
compressor status
status of the vehicle lights.
159
Electrical systems and devices

160
 Electrical systems and devices

1 CD eject.
2 SOURCE Mode selection: Radio,
CD or Jukebox.
3 BAND Radio mode: Frequency band selection
FM1– FM2 – FMAST – AM.
Radio mode: Automatic storage
of the stations in FMAST (Autostore).
4 Telephone mode activation.
Send call. Answer call.
5 RPT Activates repetition of the navigation
message.
6 ESC Exits from a selection list
7 Radio mode: Radio frequency shift
in fixed steps to the next station
MP3 CD and Jukebox mode: album selection
Previous.
8 With basic HI Fi system:
Radio, CD and Jukebox mode: audio adjustment (music ambience, bass, treble, F-R balance,
L-R balance, loudness, automatic volume adjustment).
With Bose Hi-Fi system (optional):
Radio, CD and Jukebox mode: audio adjustment (bass, treble, F-R balance, L-R balance,
Center Point ). 161
 Electrical systems and devices

9 SIM card adapter eject button.

10 SIM card adapter 40
11 Radio mode: Automatic search of
the next radio station.
CD and Jukebox mode: Goes to the
next track.
Menu: scrolls through the menus.
CD audio mode: track fast
forward
12 LIST Radio mode: displays
the list of stations receivable in alphabetical order.
CD audio mode: displays the list of tracks.
CD, MP3 and Jukebox mode: displays
the list of albums and tracks.
Radio mode: updates the list of
stations
13 Telephone, Navigation, Audio mode
(Radio, AUDIO CD, MP3 CD Jukebox) and Trip:
opens the function-related menu. Menu: turn the knob to select the function, the item and the value, which
are then confirmed by pressing the same knob.
162
 Electrical systems and devices

14 Radio mode: radio frequency shift

in fixed steps to the
previous station starting from
the station you are currently tuned into.
MP3 CD and Jukebox mode: selects
the next album.
15 MENU Access to main menu
16 Radio mode: Automatic search of
previous radio station.
CD and Jukebox mode: goes to the previous track
if pressed within the first 3 playing seconds
otherwise restarts playing
the track.
CD audio mode: track fast rewind
.
17 Radio mode: recalls the stations stored (1– 6)
Telephone mode: Dial phone number: (1 – 12) or input text. Quick selection of a name in the directory
and on the SIM card that starts with the selected letter. Stores the station
you are listening to (1 – 6).
18 Telephone mode: Reject incoming call. Drop call.
163
 Electrical systems and devices

19 TA/PTY TA (Traffic Announcements):

enables automatic reception of
traffic information. Functions available
only in the countries where RDS is available.
20 With the key in position MAR or
the engine on: Audio OFF/ON
With the key in STOP position or the gearshift
lever in PARK position: activation / deactivation
of the system. Rotation: to adjust the volumes.
21 DARK 1st pulse: partial display
darkening.
2nd pulse: total display darkening.
3rd pulse: back to normal display brightness.
System reinitialisation.
22 MODE Changes the current display on
the right-hand side of the screen (radio, map, onboard computer (TRIP), telephone).

164
 Electrical systems and devices
Audio adjustments

With the key in position MAR you can turn the audio section on and off by pressing the knob
Depending on the system installed, the audio adjustments may be:
9 Basic: Radio, CD and Jukebox mode:
audio adjustment (music ambience, bass, treble, F-R balance, L-R balance, loudness, automatic volume
adjustment,
automatic volume adjustment).
9 Bose: Radio, CD and Jukebox mode: audio adjustments (bass, treble, F-R balance,
L-R balance, Center point).

To adjust the audio, press the AUDIO button (8) repeatedly to adjust the bass tones (BASS), treble tones
(TREB), loudness (LOUD), fader (FAD), balance (BAL), automatic volume and sound type (musical
ambience). The system stores the data and deactivates audio adjustment when the ESC button is pressed
or after a few seconds if no adjustment is made.
WARNING: Bass and treble tone adjustment is specific to each source, and they can therefore be adjusted
differently in the RADIO, CD or JUKEBOX modes.

165
 Electrical systems and devices

Bass adjustment (BASS)

When "BASS" is shown on the display (see Fig. 4), turn the knob (13) to change
to adjust within the following audio levels:

9 "BASS -9" to adjust the bass to the minimum value;

9 "BASS 0" to adjust the bass to the medium value;
9 "BASS +9" to adjust the bass to the maximum value.
Treble adjustment (TREB)
When “TREB” is shown on the display, turn the knob (13) to adjust choosing one of the following audio
levels:

9 "TREB -9" to adjust the treble to the minimum value;

9 "TREB 0" to adjust the treble to the medium value;
9 "TREB +9" to adjust the treble to the maximum value.
Right/left balance (Balance)
When “L-R Balance” is shown on the display

9 turn the knob (13) clockwise to amplify the sound

emitted by the right-hand speakers
9 turn the knob (13) anticlockwise to amplify the sound
coming from the left-hand speakers. 166
 Electrical systems and devices

Loudness function (LOUD)

This function is not available with the Bose® Surround Sound System (optional), since it is
automatically controlled by the system. This function automatically amplifies the bass and treble tones
when the volume is low. To activate or deactivate the function, turn the knob (13).
Automatic volume correction
This function is not available with the Bose® Surround Sound System (optional), since it is
automatically controlled by the system. This function automatically adjusts the volume in relation to the
vehicle speed. To activate or deactivate the function, turn the knob (13).
Musical ambience
This function is not available with the Bose® Surround Sound System (optional), since it is
automatically controlled by the system. This function allows the user to set the various types of sound
desired (classic, jazz, pop, etc). Select the desired sound by turning the knob (13).
After setting the desired sound, select and confirm ("OK") by pressing the knob and the system will
automatically return to the previous menu.
Center point
This function is available only with the Bose® Surround Sound System (optional) and when the CD
source is active.
Equalizing system that converts the stereo recordings into 8 separate channels, thus assuring absolute
precision with any volume level. The automatic output frequency balancing makes manual adjustments
through switches or knobs unnecessary.
To activate or deactivate this function, select and confirm the corresponding options by
turning and pressing the knob (13). 167
 Electrical systems and devices

CD / Jukebox mode
To ensure optimal sound reproduction you are advised to use original CDs.
WARNING: Do not use AUDIO CD or MP3 CD mediums in 8 cm format, not even with a specific
adapter; using this format will damage the system.
After inserting a CD with the printed side facing up, it will automatically start playing. If you are
listening to another audio source and there is already a CD in the player, press the button SOURCE (2)
or SCR (27): the CD will automatically start playing.
Fast forward/backward
Press and hold down the button (11) or (16) to fast forward
or backward to a track on the AUDIO CD; release them to go back to the normal playing speed.
WARNING: This function is not available for MP3 CD and Jukebox.
CD / Jukebox mode menu
Repeatedly press the MODE button (22) until the AUDIO mode is displayed.
Pressing the knob (13) the display will show the following menu:
- Copy CD to Jukebox
- Activate Introscan
- Activate random mode
- Activate repeat

168
 Electrical systems and devices

Confirming this function with the knob (13) you will access a submenu containing
the following options:
• Copy complete CD
• Multiple selection (allows copying a series of tracks selected by the user)
• Complete album (only with MP3 CD)
• Current track.
During copying in Audio mode only the Radio function is active.
Activate Introscan
Once selected and confirmed, this function allows you to listen to the beginning of all the tracks on the
CD or in the Jukebox in actual order. To deactivate this function, press the knob (13) then select
"Deactivate Introscan" and confirm.

169
 Electrical systems and devices

Center point
This function is available only with the Bose® Surround Sound System (optional) and when the CD
source is active.
Equalizing system that converts the stereo recordings into 8 separate channels, thus assuring absolute
precision with any volume level. The automatic output frequency balancing makes manual adjustments
through switches or dials unnecessary. To activate or deactivate the function, select and confirm the
corresponding options by turning and pressing the knob (13).

170
 Electrical systems and devices

Configuration mode menu

Configuration

To access the
“Configuration” menu, press the MENU button (15), select the icon
the display will show the following menu:

9 Display configuration
9 Sound
9 Define vehicle parameters
9 Set date and time
9 Select language

Display configuration
Selecting and confirming this function with the knob (13) you can set the following parameters:

9 Choose colour
9 Adjust brightness
9 Select units.

171
 Electrical systems and devices

Sound Configuration
Selecting and confirming this function with the knob (13) you can set the type and volume of the
messages transmitted by the system.
The menu on the specific page has the following functions:

9 Voice command settings

9 Speech synthesis setting
9 Instrument panel buzzer volume

Define vehicle parameters

Selecting and confirming this function with the knob (13) you can set the following parameters:

• Speed limit
• Door and luggage compartment locking
• Twilight sensor sensing range
• Info repetition on instrument panel
• Stop & Go parking sensors.

172
 Electrical systems and devices

Speed limit (see Fig. 89)

You can set a speed limit and activate an alarm signal which will sound when the maximum speed limit set
is exceeded.
Door and luggage compartment locking (see Fig. 90)
When setting off, after reaching a given speed, you can select the following settings:
Automatic locking of all the doors;
opening of the driver’s door is independent of the other vehicle doors;
opening of the luggage compartment lid is independent of the other vehicle doors;

twilight sensor sensing range

You can adjust the sensing range of the sensor for turning on the lights.

info repetition on instrument panel

You can view information relating to the audio sources, telephone and navigation on the instrument panel
display.
Stop & Go parking sensors
You can activate/deactivate the parking sensor function.

173
 Electrical systems and devices

Set date and time

This function allows the user to set the date and time, and the time can also be linked to GPS minute
adjustment.
Select language
Selecting and confirming this function with the knob (13) you can set the voice synthesis and display
language

174
Electrical systems and devices

175
 Electrical systems and devices

Locking/unlocking the vehicle using the remote control

Door lock button.

Button pressed once: If the alarm system fails, the siren will emit a long beep and
the red LEDs will start flashing quickly.
If one of the doors has not been closed properly, the doors do NOT lock and
the alarm system is NOT activated
the direction indicators and the red LEDs flash nine times (three
seconds).
Button pressed at length: the windows close.
Releasing the button: the windows stop closing .

Door unlock button.

Button pressed twice: All the doors are unlocked (if enabled by the NIT, only the driver’s door
is unlocked),
Low beams activated for 30 seconds
Button pressed at length: the windows open.
Releasing the button: the windows stop opening.

176
 Electrical systems and devices

Locking/unlocking the vehicle using the internal buttons

Luggage compartment opening button.

Button pressed at length: the luggage compartment is opened (when the vehicle speed is below 4
Km/h or when the vehicle is off)

Locking/unlocking the vehicle using the button on the external revolving pawls
Key turned anticlockwise in DRIVER’S door lock (Opening).
All doors are unlocked (or driver’s door only if set through the NIT)
If the alarm is enabled: the red LEDs will turn off for 4 seconds (when this time has elapsed, they will
start flashing again). When a door is opened the acoustic alarm is activated.

Key turned clockwise in PASSENGER'S door lock (opening).

All doors are unlocked.
If the alarm is enabled: the red LEDs will turn off for 4 seconds (when this time has elapsed, they will
start flashing again)

NOTE: When the vehicle is unlocked from the outside with the key, the alarm system is not deactivated.
To deactivate the alarm system, simply insert the key in the ignition block. The immobilizer
acknowledges the code automatically. 177
 Electrical systems and devices

Locking/unlocking the doors and the luggage compartment

Inertia switch: the activation of the inertial switch unlocks all the doors and the luggage compartment
and turns on the internal dome light and the four direction indicators. This is located underneath the
driver’s seat.

Vehicle speed over 20 Km/h : when the vehicle speed exceeds 20 Km/h the doors are locked if this
function has been previously set through the IT Info Node (NIT) user menu

Dead battery: vehicle closing. The two front doors must be locked.

Vehicle setup : From the NIT user menu, you may decide whether to unlock both the doors or just the
door on the driver’s side.
From the relative menu, you can choose whether the luggage compartment should be connected to the
door locking or whether it should be operated independently.

178
 Electrical systems and devices

Alarm system
Activation: the direction indicators will turn on permanently, and the alarm siren will emit a
synchronised beep. A red LED will now start flashing intermittently to indicate a "surveillance" status.
Deactivation: the direction indicators will flash twice, the alarm siren will emit a double beep.
NOTE: The alarm system is also deactivated by inserting a key with an ID code
in the ignition block, so that the immobilizer can recognise it.
Motion-sensing and anti-inclination alarm: when the alarm system is deactivated, the motion-sensing
and anti-inclination alarm can be turned off using the buttons provided on the front dome lamp.
Luggage compartment opening: the luggage compartment can be opened using the remote control; in
this case, the motion and inclination sensors are temporarily deactivated. If the luggage compartment is
then closed, the sensors will be reactivated.

Alarm signals on the instrument panel

Key Symbol
Cause Message displayed
status

Key on Attempted theft

ATTEMPTED THEFT

Key on Alarm system failure ALARM SYSTEM

FAILURE
179
 Electrical systems and devices

Gearbox acoustic signals

If you turn off the engine with the gearshift lever in a position different from P, an acoustic signal will
sound for a few seconds.
If you open the driver’s door with the gearshift lever in a position different from P, an acoustic signal
will sound for a few seconds.
With the lever in R, the system emits an acoustic signal for a few seconds to warn anyone in the vicinity
that you are about to reverse.
Internal lights
Day/night condition. This is determined by:
- the light switch
- “night condition” detected by the vehicle’s twilight sensor. Therefore,
the fact that the position lights are on does not necessarily mean the internal lights will be turned on.
Timing.
3 minutes : Step lights under the door and and front dome light.
15 minutes : Glove compartment light, diver’s glove compartment light, sun visors' light, spot
light, front and rear central dome lights if activated using the specific control or by the inertia
switch.
20 minutes : Luggage compartment light. 180
 Electrical systems and devices

External lights

Lights managed by the twilight sensor (AUTO mode): the external lights are activated automatically by
the twilight sensor. From the NIT user menu, you can set the twilight sensor’s sensing range (3 levels).

’Follow me home’ : this control enables the position lights and low beams to switch on automatically for
a timed period, immediately after the vehicle is turned off (Key-OFF).

Activation : After turning the key to OFF, you must operate the control for flashing the
headlights, found on the steering column stalk.
The instrument panel activates the ‘follow-me-home’ signal and displays
the time (in seconds) during which the lights will remain on. (Signal active for 20 sec.)

Activation time increase: When this function is active, every time you flash the headlights,
the time the lights remain on is extended for a further 30
seconds (max. 210 sec.)

Deactivation : - keep the control for flashing the headlights active for over 2 seconds,
- turn the ignition key from OFF to ON
181
 Electrical systems and devices

ECU self-learning

Every time the battery is removed, a self-learning cycleis required so that certain ECUs can operate
correctly.

• Motor-driven throttle.
Turn the ignition switch to the ON position (Key ON) and wait for at least 30 seconds.

• Locking/unlocking the doors and luggage compartment.

Lock and then unlock the doors using the remote control or the key.

• NIT (IT Info Node).

Reset the correct time using the specific NIT service menu

182
Electrical systems and devices

183
 Electrical systems and devices

The electronic and electric functions of the various ECUs and nodes are controlled by the
F.L.ORE.N.C.E system, a technology that Maserati introduced with the Quattroporte. The use of this new
system, designed for CAN communication, has allowed us to find immediate solutions as to
communication, dimension, weight and cost problems. Each electronic control unit is positioned in the
barycentre with respect to the functions it controls, so that the system is fully optimised.

184
 Electrical systems and devices

The F.L.ORE.N.C.E. system is made up of two CAN communication networks:

• C-CAN network: dynamic control and management of the vehicle (high speed);
• B-CAN network: control of the standard bodywork functions (low speed).
The C-CAN and B-CAN networks are connected to each other by the body computer unit which is
equipped with
both the interfaces and hence performs the network GATEWAY function for transferring information.

The system also provides a number of serial lines used for diagnostics and other specific functions:
• K-line diagnostics for NCM / NFR / CSG / NCS / CAF
• Serial line w for immobilizer recovery
• A-BUS serial line for alarm, windscreen wiper and twilight sensor control.

185
 NQS EPB NSP
CAV

NIT DSP

NPP
NAB

NCL

NIM
CPL
CSA
NAG

NCM

NFR NCA NPG

NFA NBC NTP

CTG NCS

CSG

NVO
186
Electrical systems and devices

187
SUSPENSION NODE (NCS)

2- The suspension node handles

information from the following networks:

• C-CAN (information, data),

• K line (diagnostics)

It controls the following functions:

• Accelerometer on front RH and LH
shock absorber mount.
• Accelerometer on front RH and LH
wheels
• Accelerometer on rear cross member
• It reads, through the C-CAN, the
vehicle speed, steering angle and other
information
• It manages the shock absorber solenoid
valves (power controlled)

188
AUTOMATIC GEARBOX NODE (NCA)

3- The automatic gearbox node

positioned inside the gearbox (lower
part) controls the information through
the following networks:

• C-CAN (information, data)

• C-CAN (diagnosis)

It controls the following functions:

•Tachometric input signal from Engine
control node (NCM)
• Receives the commands from the
gearshift lever
• Connection to the key-lock
solenoid

189
ENGINE CONTROL NODE (NCM)

4- The bodywork wiring is

interconnected by means of specific
connectors.

It communicates through the C-CAN

line
It controls the following components:
Fuse box
• Rear oxygen sensor
• Air flow meter
• Cylinder coils;
• Front oxygen sensor
• Fuel pump
• Injector rail
• Detonation sensor
• Timing sensor
• RPM sensor
• Oil pressure sensor
• Timing variator solenoid valve
• Motor-driven throttle body
• Water temperature sensor
• Diagnostics pump for anti-evaporation
system
• Anti-evaporation solenoid valve
190
BRAKING SYSTEM NODE (NFR)

5- The new interface with the braking

system handles information by means of
the following networks.

• C-CAN (information, data)

• K line (diagnostics)

The braking system is connected to the

front wiring

It controls the following functions:

• Parking brake
• Automatic gearbox
•Yaw sensor
• Wheel sensors
• System pressure sensor
• ASR deactivation button
• VSO Hardware signal for vehicle speed
• This acquires the steering angle signal
from the steering angle node (NAS)
• Fuel supply for NAS and Yaw Rate
sensor

191
STEERING ANGLE SENSOR NODE (NAS)

6- The Steering Angle Sensor Node

performs the following functions:

• It receives and transmits information

through the C-CAN line
• It is interconnected with the front wiring
to send information to the braking system
node (NFR)
• It sends signals to the suspension control
system:

NOTE: in the event of repairs/operations

on the steering system, the sensor must be
calibrated.

192
PARKING SENSOR NODE (NSP)

7- The parking sensor node performs the

following functions:
• it receives and transmits information
through the B-CAN line (e.g., data,
commands) and diagnoses
• It is interconnected with the front, rear
wiring and the rear bumpers.

It controls the following functions:

•Front and rear buzzer signal
• Front Sensor Activation button
• Towing set-up
• Warning light on NSP button
• Front sensors

NOTE: the ECUs may be different,

depending on whether the vehicle is
equipped with front and rear parking
sensors or just with rear sensors.

193
POWER STEERING ECU (CSG)

8- The CSG is interconnected with the

front wiring and handles information
through the following network.

• K LINE for diagnosis

It controls the following functions:

• Negative control signal for failure
warning light
• It controls the solenoid valve
• It receives the vehicle speed signal
from the braking system node (NFR)

194
AIRBAG NODE (NAB)

9- The airbag system interface provides

for connection on the B-CAN .
Dedicated software for the versions with
weight sensors.

The Airbag Node performs the following

functions:
•It receives and transmits information via
B-CAN line
• It is interconnected with the dashboard
wiring (blue connector) and the passenger
compartment wiring (brown connector)
It controls the following functions:
•Passenger airbag deactivation (not for
the USA version)
• Front passenger-side AIRBAG
• Front driver-side AIRBAG
• Rear and front pretensioners
• Front satellite signal (crash zone
sensors)
• Side Bag
• Head Bag
• Seat belt fastened sensor signal (Buckle
switches)
• Side satellite signal
195
STEERING WHEEL NODE (NVO)

10- The Steering Wheel Node performs

the following functions:
• it receives and transmits information
through the B-CAN line (e.g.,
commands)
• It is interconnected with the
dashboard wiring through the clock
spring
• It manages the steering wheel
controls towards the IT node
• It does not perform diagnosis
functions

196
AIR CONDITIONING AND HEATING SYSTEM NODE (NCL)

12- The New A.C. software, which has been

suited to the increased air flow and the
larger air lines, interfaces with the rest of
the vehicle through special sectioning.
It has a pre-assembled wiring (specific
serial line for controlling the actuators)
It is connected to the B-CAN line
It monitors and manages the air
conditioning and heating system and the
passenger compartment ventilation system.

It controls the following functions:

• Anti-pollution sensor
• Demisting sensor
• Sunlight sensor
• Actuators
• Ventilation

197
Drive set-up node (NAG)

13- This is located under the seat on the

driver’s side.
• it receives and transmits information
through the B-CAN line (e.g.,
diagnosis/commands)

It controls the following functions:

• Seat and steering column movement
• Memorization of the seat / steering
column / external rear-view mirror position
• Memorization of the passenger’s side
external rear-view mirror position when
reversing
• Easy entry / exit function (activation/
deactivation from IT node -NIT)
• Seat heating (opt.)

198
DRIVER'S DOOR NODE (NPG)

14- The Driver’s Door Node is an ECU which

is incorporated in the controls.

The Driver’s Door Node performs the

following functions:
• it receives and transmits information through
the B-CAN line (e.g., diagnosis, warning
lights, commands, data)
• It integrates the power window controls of
the two doors
• It is interconnected with the wiring on the
front door on the driver’s side
• It acquires the outside temperature signal
• It acquires the dashboard door lock
command
• It acquires the rear-view mirror command
• It controls the power window and the finger-
trap prevention device on the driver’s side
• Driver-side rear-view mirror movement
• Driver-side door lock / unlock
• It controls the door step lights/ the rear-view
mirror lights / and the courtesy lights at the
driver’s feet

199
PASSENGER DOOR NODE (NPP)

15- The Passenger's Door Node is an ECU

which is incorporated in the power window
controls.

The Passenger's door node performs the

following functions:
• it receives and transmits information
through the B-CAN line (e.g., diagnosis,
warning lights, commands, data)
• It incorporates the front passenger-side
window control
• It is interconnected with the front
passenger-side door wiring
• It acquires the door unlock command on the
dashboard
• It controls the power window and the
finger-trap prevention device on the
passenger side
• Passenger-side rear-view mirror movement
• Passenger-side door lock/unlock
• It controls the door step lights / rear-view
mirror lights / and the courtesy lights at the
passenger’s feet

200
INTERNAL ROOF PANEL NODE (NIM)

16- The Internal Roof Panel Node performs

the following functions:
• it receives and transmits information
through the B-CAN line (e.g., diagnosis,
warning lights, commands, data)

It controls the following functions:

• Front dome light
• digital output with diagnosis towards the
Bose amplifier to enable the
surround sound effect
• Tyre Pressure Calibration (opt.)
• It manages repetition of the ‘passenger-
side airbag off’ warning light
on the dome light panel
• Serial line to analogue clock.
• Comfort Seat information

201
PARKING BRAKE NODE (NPB)

16- The Parking Brake Node performs the

following functions:
• it receives and transmits information
through the B-CAN line (e.g., diagnosis,
warning lights, commands, data)
It controls the vehicle parking functions

202
INSTRUMENT PANEL NODE (NQS)

17- The electronic microprocessor

instrument panel node performs the
functions listed below and, in addition,
now also controls the EPB and automatic
gearbox warning lights:

• it receives and transmits information

through the B-CAN line (e.g., diagnosis,
warning lights, commands, data)
• It is interconnected with the dashboard
wiring
It handles all the information displayed
on the instrument panel.

203
RAIN/TWILIGHT SENSOR ECU (CSP)

18- The rain and twilight sensor ECU

interfaces with the CAN line, the
windscreen wiper ECU (CTC) and the
body computer node (NBC) (for the
twilight sensor)

It controls the following functions:

• A-BUS serial line to rain/twilight sensor
• + 15 for rain/twilight sensor

NOTE: The sensor is fitted on the

windscreen.

204
WINDSCREEN WIPER ECU (CTC)

19- The Windscreen Wiper control unit is

both electronic and an electromechanical
and it controls the windscreen wiper
motor on the basis of the information
received through the A-Bus from the
Rain Sensor and the Steering Column
Stalk Controls (wired up directly)

The CTC interface performs the

following functions:
• It receives and transmits information on
the serial line (rain sensor signal,
windscreen wiper switched on)
• It is interconnected with the front wiring
•1st and 2nd speed control signal from
steering column switch
• Rain sensor's sensing range control from
steering column switch
• Windscreen washer pump control from
steering column switch
• Windscreen wiper ECU power supply
• Windscreen wiper motor power supply

205
MOTION-SENSING ALARM ECU (CAV)

20- The CAV is an electronic component

supplied with the front dome light, which
is connected to the A-bus serial line by
means of the internal roof panel wiring.

It incorporates the motion-sensing and

anti-inclination alarm sensors and it
controls the motion-sensors’ deactivation
buttons.

206
HEADLIGHT NODE (NFA)

The headlights are equipped with

integrated electronics.
The system is composed of a Master (LH
headlight) called NFA and a Slave (RH
headlight) that communicate with each
other via a serial line. The Master
headlight interfaces with the vehicle
via the C-CAN line (NFA)

It controls the following functions

• front and rear axial sensors

• high-beam/low-beam inputs
position lights/direction indicators
• supplementary high-beam input

207
ALARM SYSTEM SIREN ECU (CSA)

21- The Alarm system Siren ECU

performs the following functions:

• It receives/ transmits information to the

Body computer node (NBC) through the
A-BUS serial line for diagnostics and
attempted theft alerting
• It is interconnected with the front wiring

208
STEREO AMPLIFIER (DSP)

23- The HI-FI system amplifier

interconnects with the rear wiring.

It controls the following functions:

• Signal for front and rear woofer.

• Rear LH and RH speakers
• Central speaker
• Secondary amplifier activation
•Bass box
• AudioPilot® Microphone

209
 IT NODE (NIT)

The IT node is an ECU located in the centre of the dashboard which incorporates information, telematics, audio/ video functions. The NIT
has a multi-function display and a series of interaction controls connected to the main electronic unit.

24- The IT node performs the

following functions:
• it receives and transmits information
through the B-CAN line (e.g.,
diagnosis, warning lights, commands,
data)
• It incorporates the interactive menu
controls
• It controls a high-definition colour
display for various kinds of
information, navigation
• It is interconnected with the
dashboard wiring for connection to the
vehicle’s electric system
•It interfaces with the GPS, GSM and
radio antennas by means of coaxial
cables
• Vehicle setup
NOTE: the telephone module (opt.) is
fitted separately underneath the Silver
Box.

210
 BODY COMPUTER NODE (NBC)
The Body Computer Node (fitted in the dashboard underbody, on the steering wheel side) is composed of an electronic unit and an
electromechanical unit (CPL), which are interconnected and constitute a single assembly (Dashboard Node). Both the electronic and the
electromechanical units perform interconnecting functions with the system and have fixed connectors for connection to the front, rear and
dashboard wiring.
The electromechanical unit contains the fuses and relays, while the electronic unit contains an EOBD fixed connector (J1962 standard-
compliant) capable of performing -via the K LINE- diagnostics cycles for the Engine Control Node and for the systems not connected on the
B-CAN line. The diagnostics cycle for the nodes connected to the B-CAN line is performed through the B-CAN line. NPB AND NCA
DIAGNOSTICS IS PERFORMED THROUGH THE C-CAN
The Body Computer creates a gateway between the C-CAN/ B-CAN networks (from one to another and vice versa).
The connectors linking the front and rear wiring (and the EOBD wiring) are accessible from the front (fuse side) while those linking the
dashboard wiring are located on the opposite side.
The electronic unit of the Body Computer Node performs the following
functions:
• It receives and transmits information on the B-CAN (e.g., diagnosis, warning
lights , controls, data) and C-CAN lines (e.g., warning lights, commands, data)
• It receives and transmits information on the bi-directional A-BUS serial line for
the alarms, windscreen wipers, twilight sensor
• It is interconnected with the front and rear dashboard wiring
• It allows diagnostic interfacing (J1962 connector)
• It is connected to the CPL to get power supplies/ read signals and to drive the
relays
• It controls the Immobilizer / remote control / alarm system (in the event of a
CAN line cut-out, recovery is performed through the W line to the engine control)
• Configuration of vehicle’s electronic systems (stored at end of line)
• Vehicle access (Door lock/unlock)
• Internal / external lights control
• Headlight washers
• SPORT and PARK OFF button control

211
TYRE PRESSURE NODE (NTP)

The NTP handles the tyre

temperature and pressure
information.

It acquires the tyre condition data

and the request for calibration on
the B-CAN

212
 DIAGNOSTICS

Matrix switch cable harness

For use of the cable harness, it is essential that the key is turned to OFF when the SD3 is activated, until
the ECU to be diagnosed has been selected. This is because in certain conditions, some errors may occur
on the CAN lines, which would cause the warning lights on the instrument panel to flash.

EOBD socket connections

1: B-CAN B 9: B-CAN C
2: Dedicated 10: Dedicated
3: Dedicated 11: Dedicated
4: GND 12: K-line (NFR – CSG – NCS – CSG- CAF)
5: GND 13: Not used
6: C CAN-H 14: C CAN-L
7: K-line (NCM – NFR) 15: Not used
8: Dedicated 16: +30 EOBD

213
 Vehicle Chassis

Bodywork
The chassis of the Maserati GranTurismo derives from the Quattroporte, but has a smaller wheelbase and
and rear overhang (wheelbase: - 125mm; rear overhang: - 66 mm). It is composed of high-resistance
boxed steel sheets and incorporates a tubular structure in position with the rear section, which supports the
suspension and the differential, and a front section which supports the suspension and the engine.

214
 Vehicle Chassis

Different materials and technologies have been used in the construction of the new load-bearing body for
optimal weight distribution. The structural component is made of steel, the lid and the front reinforcement
cross member of the bumper is made of aluminium, and thermo-hardening plastic was used for the
luggage compartment (a technology known as Sheet Molding Compound - SMC)
The luggage compartment is made out of one single piece that incorporates the aerodynamic lip. As well
as offering greater resistance to light impacts and corrosion, the SMC technology has allowed reducing
the weight of the
components and has given the designer the possibility to best express his creative spirit.
The high rigidity values allow the suspension to operate with extreme precision, to the advantage of
dynamic handling, at the same time reducing vibrations and undesired movements of the internal
components. All this amounts to greater driving comfort on any road surface.

215
MASERATI does reserve the right to make any modification to the vehicle described in this manual,
at any time, for either technical or commercial reasons. This document must not be reproduced, even
partially, without the written consent of Maserati S.p.A.

216